Electric mobility and sharing systems

Abstract

A sharing system (12) allows multiple users to share an electric vehicle (10). The electric vehicle (10) includes a vehicle body (14), a drive source (16), and a main battery (100). The drive source (16) outputs a driving force for driving the vehicle body (14). The main battery (100) is installed on the vehicle body (14) by an operator of the sharing system (12). Furthermore, an ECU (96) of the electric vehicle (10) supplies the main battery (100) with electric power from a user battery (102) provided by a user who rents the electric vehicle (10).

Description

Technical Field

[0001] The present invention relates to an electric vehicle that travels by supplying power to a driving source, and a sharing system in which a plurality of users share the electric vehicle. Background Art

[0002] Electric vehicles, such as electric bicycles, use power supplied from batteries to a driving source, which then transmits the driving force to the wheels for assisted driving or autonomous driving. These vehicles are equipped with multiple batteries to minimize battery depletion during driving.

[0003] For example, Japanese Patent Publication No. 2004-359032 discloses an electric vehicle having a vehicle body with two batteries (battery packs) that selectively switches between supplying power to one battery and the other battery depending on the remaining charge in the batteries. Furthermore, Japanese Patent Publication No. 2015-231764 discloses an electric vehicle in which, when a user operates an operating unit while the vehicle is stopped, the control unit is activated by power from the battery within the operating unit, and after this operation, power is supplied from the battery unit to the electric component (motor). Summary of the Invention

[0004] However, even in an electric vehicle having multiple batteries as disclosed in Japanese Patent Application Laid-Open No. 2004-359032, the main battery is usually in use while the backup battery is on standby, so the remaining battery power of the main battery frequently drops to near zero.

[0005] In particular, the remaining charge in the batteries of frequently used electric vehicles (main batteries pre-installed on the vehicle body) such as those in shared systems can easily decrease. In current shared systems, operators patrol the stations of electric vehicles, replacing low-charge main batteries with fully charged ones, a costly replacement process.

[0006] The present invention has been made in view of the above technical problems, and its object is to provide an electric vehicle and a sharing system capable of reducing the chances of the main body battery running low on remaining charge by supplying electric power from a user battery provided by a user to the main body battery.

[0007] In order to achieve the above-mentioned purpose, the first embodiment of the present invention is an electric mobile body, which has a body and a driving source, the driving source outputs a driving force for making the body move, the electric mobile body has a main battery and a control unit, the main battery is installed on the body; the control unit supplies the main battery with electric power from the user battery provided by the user of the electric mobile body.

[0008] In addition, in order to achieve the above-mentioned purpose, the second embodiment of the present invention is an electric mobile body, which has a body and a driving source, the driving source outputs a driving force for making the body move, the electric mobile body has a main battery and a control unit, wherein the main battery is installed on the body; the control unit simultaneously supplies the driving source with both the electric power of the user battery provided by the user of the electric mobile body and the electric power of the main battery to drive the driving source.

[0009] In addition, in order to achieve the above-mentioned purpose, the third mode of the present invention is a sharing system, which refers to a system in which multiple users share an electric mobile body, wherein the electric mobile body has a body, a drive source, a main battery and a control unit, wherein the drive source outputs a driving force for making the body move; the main battery is installed on the body by the operator of the sharing system; and the control unit supplies the main battery with electric power from the user battery provided by the user who rents the electric mobile body.

[0010] The above-described electric vehicle and sharing system can reduce the chance of the main body battery running low on remaining battery power by supplying the main body battery with electric power from the user battery provided by the user. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is an explanatory diagram schematically showing the overall configuration of a shared system for electric mobile vehicles according to one embodiment of the present invention.

[0012] Figure 2 It is a side view of an electric bicycle as an electric vehicle.

[0013] Figure 3A This is a block diagram showing the flow of driving force of an electric bicycle. Figure 3B This is a block diagram showing the power wiring between the main battery, user battery, and the drive source.

[0014] Figure 4 It is a perspective view showing a second holder for housing user batteries.

[0015] Figure 5 This is a flowchart showing how to use the shared system.

[0016] Figure 6 It is a block diagram showing the structure of a sharing system.

[0017] Figure 7A This is a flowchart showing the processing steps between the information processing terminal and the management server when a user registers. Figure 7B is an illustration of an example registrant database.

[0018] Figure 8This is a flowchart showing the processing procedure between the information processing terminal applying for use and the management server.

[0019] Figure 9 This is an explanatory diagram of screen information used in an example application.

[0020] Figure 10 This is an explanatory diagram illustrating screen information for inputting user battery information.

[0021] Figure 11A This diagram illustrates application acceptance information in which example user information and application information are associated. Figure 11B This is an explanatory diagram of an example mobile object database.

[0022] Figure 12A This is a first explanatory diagram illustrating the matching between an electric vehicle and a user battery. Figure 12B This is a second explanatory diagram illustrating the matching between an electric vehicle and a user battery. Figure 12C This is a third explanatory diagram illustrating the matching between an electric vehicle and a user battery.

[0023] Figure 13 This is an explanatory diagram illustrating map screen information of an electric mobile vehicle provided by a management server through matching.

[0024] Figure 14A This is an explanatory diagram illustrating an example of the movable range of an electric vehicle. Figure 14B This diagram illustrates the shared battery information displayed when a battery station is selected.

[0025] Figure 15 This diagram illustrates an example shared battery database.

[0026] Figure 16 This is a block diagram showing an example of a process for providing battery identification information of a user battery.

[0027] Figure 17 This is a block diagram showing a configuration for performing user authentication when a user rents an electric vehicle.

[0028] Figure 18 This is a flowchart showing the processing steps of the user battery, the electric mobile body, and the management server in user authentication.

[0029] Figure 19 This is a block diagram showing the configuration within the ECU when a user uses an electric vehicle.

[0030] Figure 20A This is a block diagram showing power supply control when the user battery is not connected. Figures 20B to 20D This is a block diagram showing power supply control when a user battery is connected.

[0031] Figure 21 This is a graph illustrating the output value of the user battery and the operation of the main battery with respect to the electric power demand.

[0032] Figure 22 Graph illustrating changes in the remaining battery capacity of the main body battery when the user battery is not connected and when the user battery is connected.

[0033] Figure 23 This is a flowchart illustrating a control flow of the ECU when an electric vehicle is used.

[0034] Figure 24 This is an explanatory diagram showing information communication between a user and a management server when the user uses an electric vehicle.

[0035] Figure 25A This is an explanatory diagram illustrating a state where a movable range is displayed on map information on a touch screen. Figure 25B This figure illustrates an example of a low battery notification on a touch screen.

[0036] Figure 26 This is an explanatory diagram illustrating calculation of multiple travel routes to a destination.

[0037] Figure 27 This is an explanatory diagram illustrating detection of the usage period of an electric vehicle and calculation of usage fees.

[0038] Figure 28A This is an explanatory diagram illustrating the calculation of usage fees based on the battery consumption of the main body battery. Figure 28B This is an explanatory diagram illustrating another calculation of usage fees using the battery consumption of the main body battery.

[0039] Figure 29 This is an explanatory diagram for calculating usage charges using the battery consumption of the user's battery.

[0040] Figure 30 It is a perspective view showing a holding state of a user battery according to a first modification.

[0041] Figure 31A This is a block diagram showing the supply of electric power from the main body battery to the user battery according to the second modification. Figure 31B This is a block diagram showing the supply of electric power from the user battery to the main body battery according to the third modification. DETAILED DESCRIPTION

[0042] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings and by giving examples of preferred embodiments.

[0043] like Figure 1As shown, an electric vehicle 10 according to one embodiment of the present invention is used in a sharing system 12, where a system operator rents the electric vehicle 10 to multiple users (subscribers) or shares the electric vehicle 10 among multiple users. The sharing system 12 deploys multiple electric vehicles 10 at one or more stations 22 set up by the operator in a city center. Users registered in the sharing system 12 apply to use an electric vehicle 10, then proceed to a suitable station 22 to pick up the electric vehicle 10 and use the electric vehicle 10. After using the electric vehicle 10, the user returns the electric vehicle 10 to the station 22 at the location where the user received it or at a different location.

[0044] The electric mobile body 10 has a vehicle body 14 and a driving source 16 such as a motor provided on the vehicle body 14. The electric mobile body 10 is supplied with electric power by one or more batteries 18 to drive the driving source 16, thereby assisting the vehicle body 14 in driving or autonomously driving. Examples of such electric mobile bodies 10 include electric bicycles 20A, electric scooters 20B, electric wheelchairs 20C, and electric scooters 20D. In addition, the electric mobile body 10 is not limited thereto, and can also be applied to mobile bodies (autonomous mobile robots, follow-up mobile robots, nursing robots, unmanned transport vehicles, etc.) that move within a facility or in a city center. In addition, in Figure 1 In the embodiment, a plurality of electric vehicles 10 (electric bicycle 20A, electric scooter 20B, electric wheelchair 20C, electric mobility scooter 20D) are exemplified, but the sharing system 12 only needs to share the service of at least one electric vehicle 10 .

[0045] The sharing system 12 is constructed as a client-server system using a network 24 such as the Internet. The sharing system 12 includes a user's information processing terminal 26, a management server 28, a management machine 30 at the station 22, and a battery station 34 for sharing batteries 32, as components connected to the network 24. The electric vehicle 10 itself has wireless communication capabilities capable of connecting to the network 24, and can be configured to communicate with the management server 28 while the vehicle is in use by the user or while on standby at the station 22.

[0046] As the user's information processing terminal 26, a portable electronic device 36 that the user carries daily and processes information based on the user's operation is exemplified. Figure 1 The figure shows a smartphone 37 as a representative electronic device 36. Alternatively, the information processing terminal 26 is not limited to the smartphone 37, and may be a desktop computer, a notebook computer, or other portable electronic device 36 (mobile phone, PDA, tablet computer, wearable computer, etc.).

[0047] The electronic device 36 comprises a computer including one or more processors, memory, and input / output interfaces (not shown), and is connected to the network 24 in a manner capable of information communication. Furthermore, the electronic device 36 includes an input / output unit 36a, such as a touch screen, a speaker, and a microphone, and a communication module (not shown) capable of short-range wireless communication with external devices. A user operates the input / output unit 36a to access the management server 28 of the shared system 12 and perform information input / output, searches, and the like related to the shared system 12.

[0048] A management server 28 is installed at a management center 29 of the operator of the shared system 12 and serves as the host of the shared system 12. The management server 28 manages multiple registered users and multiple provided electric vehicles 10. The management server 28 is configured as a computer including one or more processors, memory, input / output interfaces, and the like (not shown). The management server 28 may also be configured to coordinate multiple computers.

[0049] Stations 22 for electric bicycles 20A, electric scooters 20B, electric wheelchairs 20C, and electric mobility scooters 20D are located in various locations in the city center (e.g., near train stations, major roads, and commercial facilities). A predetermined type of electric vehicle 10 is parked at each station 22. Each station 22 has a plurality of station locking mechanisms 38 corresponding to the number of vehicles expected to be parked. The station locking mechanisms 38 lock each parked electric vehicle 10, preventing it from being removed, and release the lock to allow it to be removed.

[0050] The management machine 30 installed at each station 22 includes a computer (vehicle management unit 31) including one or more processors, memory, and input / output interfaces (not shown), as well as a communication module. It manages the electric vehicles 10 parked at that station 22. For example, the management machine 30 controls the operation of the locking mechanism 38 at each station, enabling the vehicle 10 to be taken out when renting it out and preventing it from being taken out when it is returned. Furthermore, the management machine 30 acquires vehicle information (such as vehicle identification information and the remaining battery charge of the main battery 100, described later) from the parked electric vehicles 10 and automatically transmits the acquired vehicle information to the management server 28.

[0051] A battery station 34 for shared batteries 32 receives multiple shared batteries 32 and charges the received shared batteries 32. The battery station 34 is located, for example, in a facility 33 (commercial facility, store) in a city center. The battery station 34 includes a computer (battery management unit 35) including one or more processors, memory, and input / output interfaces (not shown), as well as a communication module, to manage the shared batteries 32 received at the battery station 34. The battery management unit 35 obtains shared battery information (such as battery identification information and the remaining battery charge of the shared batteries 32) from the received shared batteries 32 and automatically transmits the obtained shared battery information to the management server 28.

[0052] In addition, users who apply to use the shared battery 32 go to an appropriate facility 33 to obtain the shared battery 32 and temporarily use (carry, discharge, or charge) the shared battery 32. After using the shared battery 32, the user returns (stores) the shared battery 32 to the place where it was obtained or to a battery station 34 that is located separately from the place where it was obtained.

[0053] Next, refer to Figure 2 The structure of an electric bicycle 20A, which is an electric vehicle 10 applicable to the sharing system 12, will be described as a representative example.

[0054] The electric bicycle 20A has a body 14 and two wheels (a front wheel Wf and a rear wheel Wr). The body 14 includes a body frame 40, handlebars 42, a seat 44, and a basket 46. The two wheels are mounted to the lower portion of the body 14. The body frame 40 includes a front head tube 48; a main frame 50 extending rearward and downward from the head tube 48; a seat tube 52 extending upward from the rear end of the main frame 50; a pair of left and right first sub-frames 54 extending rearward and downward from the upper portion of the seat tube 52 and connected to a rear wheel support portion that supports the rear wheel Wr; and a pair of left and right second sub-frames 56 extending rearward from the lower portion of the seat tube 52 and connected to the rear wheel support portion.

[0055] A crankshaft 58 is pivotally supported at the connection portion between the main frame 50 and the seat tube 52 (approximately at the middle position in the front-rear direction of the vehicle body 14). A pair of left and right pedals 60 are provided at the extended end portion of the crankshaft 58 extending from the shaft support portion 40a of the vehicle body frame 40. The crankshaft 58 rotates when the pair of left and right pedals 60 rotate. A one-way clutch 62 (see FIG. 1 ) is provided at the shaft support portion 40a of the crankshaft 58. Figure 3A ), and is provided with a front sprocket 64a that transmits the rotational force of the crankshaft 58 (the user's pedaling force: the force of stepping on the pedals 60) via a one-way clutch 62. The front sprocket 64a constitutes a part of a force combining device 64 that combines the rotational force of the crankshaft 58 and the rotational driving force of the drive source 16.

[0056] The rotation of the front sprocket 64a is transmitted to the rear sprocket 68 provided on the rear wheel Wr via the chain 66, causing the rear sprocket 68 to rotate. The rear sprocket 68 is connected to the rear wheel Wr by a one-way clutch 70 (see FIG. Figure 3A ) is connected to the rear wheel Wr. Therefore, the rear wheel Wr rotates in response to the rotation of the rear sprocket 68. Furthermore, the left and right second sub-frames 56 are provided with rear wheel brakes (not shown) for braking the rotation of the rear wheel Wr. Furthermore, a vehicle locking mechanism 72 is provided on the vehicle body 14 (e.g., the cargo bed or rear fender). The vehicle locking mechanism 72 restricts the rotation of the rear wheel Wr in the locked state and allows the rear wheel Wr to rotate in the unlocked state.

[0057] A seat post 74 having the seat 44 at its upper end is attached to the seat tube 52. Furthermore, an actuator 76 is provided on the seat tube 52. The actuator 76 is capable of vertically displacing the seat post 74 based on power supplied from the battery 18. The actuator 76 constitutes a position adjustment mechanism for adjusting the height of the seat 44.

[0058] A steering shaft 78 having a handlebar 42 at its upper end is rotatably held on the head pipe 48. The steering shaft 78 includes a pair of left and right front forks 80 extending downward, and the front wheel Wf is rotatably supported between the lower ends of the front forks 80. The pair of left and right front forks 80 are provided with front wheel brakes (not shown) for braking the rotation of the front wheel Wf.

[0059] The handlebar 42 includes a pair of left and right grips 82 and a pair of left and right brake operating levers 84. The front wheel brake is actuated when the user operates the right brake operating lever 84, and the rear wheel brake is actuated when the user operates the left brake operating lever 84.

[0060] The driving source 16 of the electric bicycle 20A is a small motor such as a brushed motor or a brushless motor, and is provided near the crankshaft 58. Figure 3A As shown, the rotating shaft of the drive source 16 is connected to a one-way clutch 86, and the one-way clutch 86 is gear-connected to a reduction mechanism 88. The reduction mechanism 88 is connected to a power-assisting sprocket (not shown) of the combined force device 64, and the rotational force of the power-assisting sprocket (i.e., the drive source 16) is transmitted to the front sprocket 64a or the chain 66. The drive source 16 can also be applied to a hub motor. In this case, the drive source 16 directly rotates the rear wheel Wr and the crankshaft 58 through a rotor provided on the shaft of the rear wheel Wr or the crankshaft 58 and a stator arranged on the outer periphery of the rotor.

[0061] like Figure 2 and Figure 3BAs shown, a drive control device 90 is provided between a pair of left and right second sub-frames 56, and the drive control device 90 is used to control the drive of the drive source 16. The drive control device 90 comprises: a junction box 92, to which a plurality of wiring harnesses are connected; a PCU 94 (Power Control Unit), which is connected to the junction box 92 and converts DC power into three-phase AC power and supplies it to the drive source 16; an ECU 96 (Electronic Control Unit: control unit), which controls the junction box 92 and the PCU 94, etc. The drive control device 90 responds to a torque sensor provided near the crankshaft 58 and a rotation sensor provided near the rear wheel Wr (hereinafter collectively referred to as a demand power sensor 98 (refer to Figure 3A ))'s detection signal is used to adjust the electric power supply to the driving source 16.

[0062] like Figure 3A As described above, the electric bicycle 20A transmits the user's pedaling force in the order of pedal 60, crankshaft 58, one-way clutch 62, force combining device 64 (front sprocket 64a), chain 66, rear sprocket 68, one-way clutch 70, and rear wheel Wr. Furthermore, under the control of the drive control device 90, the electrical power of battery 18 is transmitted from PCU 94 to drive source 16, thereby rotating drive source 16. The rotational force of drive source 16 is transmitted in the order of one-way clutch 86, reduction mechanism 88, force combining device 64 (power-assisting sprocket), chain 66, rear sprocket 68, one-way clutch 70, and rear wheel Wr. Thus, the driving force of drive source 16 assists the user's pedaling operation, allowing the user to comfortably ride the electric bicycle 20A.

[0063] And, as Figure 2 and Figure 3B As shown, the electric bicycle 20A according to this embodiment can use multiple batteries 18. Specifically, the multiple batteries 18 include a main battery 100 that is pre-installed on the vehicle body 14 by the operator of the sharing system 12, and a user battery 102 that is held by the user and detachably attached to the vehicle body 14 when the electric vehicle 10 is in use.

[0064] The main battery 100 generally has a larger charge capacity than the user battery 102, making it suitable for larger and heavier batteries. It is replaced or recharged by a replacement operator acting as a service provider. The main battery 100 also varies depending on the type of electric vehicle 10, but preferably has an output voltage of 20V or higher and a capacity of 8Ah or higher, for example.

[0065] When mounted on the electric bicycle 20A, the main battery 100 is positioned between the seat tube 52 and the rear wheel Wr, and is fixed in a posture extending long along the seat tube 52. The main battery 100 is detachably mounted on a first retainer 104, which is provided between the pair of left and right first sub-frames 54 and the pair of left and right second sub-frames 56. A main body-side locking device 106 is provided on the seat tube 52 or the first sub-frame 54 to lock the main battery 100 when it is removed from the first retainer 104.

[0066] Furthermore, the first holder 104 is provided with a first holder sensor 108 (voltage sensor, etc.: see FIG. 1 ) for detecting the state of the main body battery 100 in order to calculate the remaining battery capacity of the main body battery 100. Figure 2 The first holder sensor 108 is connected to the ECU 96 and transmits a detection signal to the ECU 96. Alternatively, the main battery 100 may have a function of detecting and calculating the remaining battery charge, as well as a communication function, and automatically transmit the remaining battery charge to the ECU 96, the management machine 30, or the management server 28.

[0067] The user battery 102 is a battery with a smaller charging capacity than the main battery 100 and is smaller and lighter than the main battery 100. The capacity of the user battery 102 is not particularly limited and may be a battery with a capacity of 2 Ah or more, for example.

[0068] like Figure 4 As shown, the user battery 102 can be used to power the electronic device 36 (smartphone 37: see Figure 1 , tablet computer, etc.) and is held by the user for charging. The side surface of the mobile battery 110 has an electric power port 120 that can output electric power. Alternatively, the user battery 102 can also be a battery (not shown) that is integrally installed in the electronic device 36 in order to enable the electronic device 36 itself to operate. The electronic device 36 used as the user battery 102 uses a device that has an electric power port 120 that can output the electric power of the battery of the electronic device 36 to the outside. In addition, in Figure 4 The middle figure shows a thin rectangular mobile battery 110, but the shape of the user battery 102 is not particularly limited as long as it can be held in the second holder 112 described later. The user battery 102 can also be a shared battery 32 rented by the user from the battery station 34.

[0069] like Figure 2 and Figure 4As shown, the electric bicycle 20A has a second holder 112 for storing the user battery 102 on the rear side of the head pipe 48 (the side of the head pipe 48 opposite the basket 46). Therefore, the head pipe 48 is formed to have thickness in the front-to-back direction and the width direction of the vehicle body 14. The second holder 112 includes a storage box 114 integrally connected to the head pipe 48. The storage box 114 extends along the head pipe 48 from the upper end of the head pipe 48, where the steering shaft 78 is exposed, to the connection point between the head pipe 48 and the main frame 50.

[0070] The storage box 114 is provided with a slit 116 for holding the user batteries 102. The slit 116 is formed by continuously opening the top surface and both widthwise side surfaces of the storage box 114, allowing various user batteries 102 to be inserted from the top of the storage box 114. A buffer member (not shown) may be provided on the inner wall surface of the storage box 114 forming the slit 116 to mitigate vibrations applied to the user batteries 102 by the vehicle body 14.

[0071] Furthermore, a connector 118 is provided on the inner wall surface (bottom surface) for electrical connection to the user battery 102. For example, when the user inserts the user battery 102 from above the storage box 114 along the direction in which the slit 116 extends, the power port 120 on the lower side connects to the connector 118. Alternatively, the inner wall surface of the second retaining frame 112 may have a cable that can be connected to the power port 120 of the user battery 102 and a receiving hole for receiving the cable (neither of which is shown). In this case, the user can connect the cable removed by the user to the user battery 102, and then insert the user battery 102 into the slit 116.

[0072] The second holder 112 preferably includes an anti-detachment mechanism 122 to prevent the user battery 102 from detaching. For example, the anti-detachment mechanism 122 includes a side arm 122a, which is adjustable in length to the side of the storage box 114 according to the size of the user battery 102, and a locking lever 122b, which is capable of extending and retracting from an opening at the top of the storage box 114. The anti-detachment mechanism 122 locks the user battery 102 by extending the locking lever 122b when the user battery 102 is inserted. The anti-detachment mechanism 122 is unlocked by an unlock input unit (e.g., input of a password, operation of a physical key, or radio signal) (not shown).

[0073] Furthermore, an information acquisition unit 124 for acquiring information (at least one of identification information, output voltage, charge capacity, and remaining battery charge) about the user battery 102 is provided within the second holder 112. The information acquisition unit 124 is composed of a communication module, a voltage sensor, or a combination of one or more other sensors, and is communicatively connected to the ECU 96.

[0074] A voltage converter 126 is provided below the slit 116 in the second holder 112. The voltage converter 126 boosts the input voltage from the user battery 102 and steps down the input voltage from the main battery 100. Figure 3B As shown, the voltage converter 126 is interposed in the electric power path between the user battery 102 provided in the second holder 112 and the junction box 92. Specifically, the voltage converter 126 includes a step-up DC / DC converter 128 for boosting the voltage and a DC / DC converter (not shown) for stepping down the voltage. The voltage converter 126 may also be a bidirectional converter having both boosting and stepping down functions.

[0075] The junction box 92 is connected to the main battery 100, the voltage conversion unit 126 (the user battery 102), and the PCU 94 via power wiring. The junction box 92 switches the power path and power distribution between the main battery 100 and the user battery 102 under the control of the ECU 96.

[0076] The ECU 96 is configured as a computer having one or more processors, memories, and input / output interfaces. When the power supply of the operating unit (not shown) of the electric vehicle 10 is turned on, the processor executes a program stored in the memory, and accordingly, the ECU 96 controls the power supply of the main battery 100 and the user battery 102. Furthermore, the ECU 96 communicates information with the management machine 30 or the management server 28 of the station 22 via a communication module (not shown). Furthermore, the electric vehicle 10 has a positioning system such as GNSS (not shown) and is configured to regularly observe the current position. The ECU 96 can also be installed on the electric vehicle 10 that has pre-installed a control unit with a communication function, a control unit with an authentication function (described later), a control unit with a locking function, and the like.

[0077] In addition, return Figure 2 The electric vehicle 10 may also include a touch screen 43 in the center portion of the handlebar 42 in the width direction. The touch screen 43 includes one or more processors, memory, input / output interfaces, and a communication module, and is connected to the management server 28 and the ECU 96 of the electric vehicle 10 to enable information communication. The touch screen 43 is configured to display various information provided by the management server 28 and the ECU 96 and to allow the user to input settings for the electric vehicle 10.

[0078] Next, a method of using the sharing system 12 in which multiple users share the electric vehicle 10 as described above and the configurations of the information processing terminal 26 , the management server 28 , the management machine 30 , and the electric vehicle 10 in each step of the method of use will be described.

[0079] like Figure 5 As shown, when using the shared system 12, a user sequentially registers (step S1), applies for use (step S2), rents the electric vehicle 10 (step S3), uses the electric vehicle 10 (step S4), returns the electric vehicle 10 (step S5), and pays the usage fee (step S6). The management server 28 manages each of these usage steps to comprehensively monitor the user's status, the status of the electric vehicle 10, and the status of the shared battery 32.

[0080] In order to manage, Figure 6 As shown, the management server 28 includes a registrant database 130 (registrant DB), a mobile database 132 (mobile DB), a shared battery database 134 (shared battery DB), a mobile station database 136 (mobile station DB), and a battery station database 138 (battery station DB).

[0081] The registrant DB 130, the mobile DB 132, the shared battery DB 134, the mobile station DB 136, and the battery station DB 138 are connected to enable joint authentication. Therefore, when information in one DB (for example, the remaining battery charge of the main battery 100 of the electric mobile vehicle 10) is updated, the information in the other DBs is also updated.

[0082] The management server 28 is configured to communicate information with the ECU 96 of each electric vehicle 10 in the shared system 12 and the vehicle management unit 31 of each management machine 30. The management server 28 appropriately collects information from the ECU 96 and the vehicle management unit 31, and continuously updates the mobile vehicle database 132 and the mobile station database 136. Similarly, the management server 28 is configured to communicate information with the battery management unit 35 of the battery station 34, appropriately collects information from the shared battery 32, and continuously updates the shared battery database 134 and the battery station database 138.

[0083] On the other hand, the user's information processing terminal 26 accesses the management server 28 to obtain information required for using the shared system 12 from the management server 28. For example, in the user registration (step S1: refer to Figure 5 ), such as Figure 7A As shown, a user accesses management server 28 from information processing terminal 26 (step S1-1). The user then downloads and installs application 140 from management server 28 onto information processing terminal 26 (step S1-2). This facilitates the exchange of information between application 140 on information processing terminal 26 and management server 28. Alternatively, information processing terminal 26 can be configured to download a dedicated homepage for information input and information search, rather than downloading application 140.

[0084] After this, the user opens an input screen for registering in the sharing system 12 on the application 140 or the homepage and enters the user information required for registration. Examples of user information include name, address, phone number, email address, and password. After the user enters the user information on the information processing terminal 26, the information processing terminal 26 transmits the user information to the management server 28 (step S1-3).

[0085] When the management server 28 receives user information and accepts user registration, it issues user identification information (hereinafter referred to as a user ID) and transmits the user ID to the information processing terminal 26. This allows the application 140 of the information processing terminal 26 to store and manage the user ID. Alternatively, the user ID can be set by the user himself.

[0086] The management server 28 stores the user information of the new user in the registrant DB 130. Figure 7B As shown, the registrant DB 130 stores user IDs and user information (name, address, phone number, email address, password, etc.) for each user in an associated state. The registrant DB 130 also includes a usage history column that stores user-by-user usage history of the electric mobile vehicle 10, and an adjustment information column that stores user-by-user adjustment information for adjusting the electric mobile vehicle 10. Examples of usage history include the number of uses, past usage start and end dates, the number and duration of extended usage, and the number of malfunctions.

[0087] After the above user registration process, the user ID can be stored in the application 140, and the user ID can be automatically assigned when exchanging information with the management server 28. In addition, the management server 28 can search for users in the registrant DB 130 based on the user ID and quickly extract the target user. In addition, the sharing system 12 can also be configured so that it is not implemented in the case of temporary use by the user. Figure 5 The user registers in (assigns a user ID) and uses the electric movable body 10.

[0088] After this, the user applies for use of the shared system 12 (step S2: refer to Figure 5 ), the user operates the information processing terminal 26 to apply to the management server 28 for the use of the electric vehicle 10. Figure 8 The following describes the processing flow of the use application: In the use application, the user starts the application 140 of the information processing terminal 26 (or downloads a homepage for the use application from the management server 28) (step S2-1).

[0089] Then, the user inputs the application information according to the screen information 142 displayed on the information processing terminal 26 (step S2-2). Figure 9 As shown, the screen information 142 for generating application information includes the type of electric vehicle 10, the start date and time of use, the end date and time of use, the rental location (or current location), and the return location. The usage conditions may also be configured to allow the user to enter a destination when using the electric vehicle 10 instead of (or in addition to) the return location. The application 140 (or homepage) may utilize the previously acquired user information, such as the address or current location of the user, to preferably provide nearby stations 22 as rental locations or return locations, and also display map information of the stations 22.

[0090] After entering the application information, the user sends the application information including the user ID and password from the information processing terminal 26 to the management server 28 (step S2-3). In response, the management server 28 extracts the user information from the registrant DB 130 based on the user ID, and if it is determined that the password matches the user information, it generates application acceptance information 144 (step S2-4).

[0091] The management server 28 then matches the user who requested the service with an available electric vehicle 10 for rent based on the application acceptance information 144 (step S2-5). The management server 28 then transmits the information on the electric vehicle 10 extracted through the matching process to the information processing terminal 26, providing the information on the electric vehicle 10 to the user who requested the service (step S2-6). The user searches for and confirms the electric vehicle 10 for which information was provided, selects the electric vehicle 10 to rent, and transmits the vehicle selection information to the management server 28 (step S2-7). Based on this information, the management server 28 determines the electric vehicle 10 to rent to the user (step S2-8).

[0092] The sharing system 12 according to this embodiment is configured so that the user transmits information about the user's battery 102 to the management server 28. Examples of the user's battery 102 information include battery identification information (battery ID), remaining battery charge, and maximum output power. Based on this information, the sharing system 12 matches the electric vehicle 10 based on the remaining battery charge of the user's battery 102 during the matching process (step S2-5) described above. Furthermore, the sharing system 12 performs user authentication based on the battery ID when renting the electric vehicle 10 (step S3), which will be described later.

[0093] Therefore, when the user enters the application information, in addition to entering the above-mentioned start date and time of use, end date and time of use, rental location, and return location, the user battery 102 information (battery ID, remaining battery power, maximum output power, etc.) is also entered. The battery ID can use the ID pre-assigned to the user battery 102. For example, if it is a mobile battery 110, the identifier assigned by the manufacturer to the mobile battery 110 can be used. It can also be configured so that when the user battery 102 does not have a battery ID, the sharing system 12 automatically assigns a battery ID to the user battery 102 connected to the information processing terminal 26 by the information processing terminal 26. Alternatively, the management server 28 can also be configured to assign a battery ID in the order of the information processing terminal 26 and the user battery 102.

[0094] Furthermore, when a shared battery 32 is used as the user battery 102, the management server 28 may extract and store the battery ID of the shared battery 32 itself when the user rents the shared battery 32. This allows the user to enter the battery ID when applying for use of the electric vehicle 10, eliminating the need to enter the battery ID.

[0095] In addition, the user inputs the battery remaining capacity and maximum output power of the user battery 102 when applying for use. For example, the user inputs the battery remaining capacity and maximum output power displayed or posted on the user battery 102 to the information processing terminal 26. Or, Figure 10 As shown, the information processing terminal 26 and the control circuit (not shown) of the user battery 102 may communicate information via USB or the like, thereby allowing the application 140 to automatically retrieve information about the user battery 102, as shown in screen information 143. This reduces the effort and errors associated with manual input by the user. Furthermore, if a certain period of time elapses between the time of application for use and the actual start date of use of the electric vehicle 10, the user can charge the user battery 102. Therefore, the maximum battery capacity may be input as the remaining battery capacity of the user battery 102.

[0096] When the management server 28 receives the application information from the information processing terminal 26, it extracts the user information of the user who applied from the registrant DB 130, such as Figure 11A As shown, application acceptance information 144 is generated, which associates user information with application information. For example, application acceptance information 144 includes user ID, name, address, telephone number, email address, usage history, adjustment information, usage start date and time, usage end date and time, rental location (or current location), return location (or destination), battery ID, remaining battery power, and maximum output power.

[0097] After generating the application acceptance information 144, the management server 28 performs matching (step S2-5: Figure 8 In this matching, the management server 28 reads the mobile body DB 132 and the mobile body station DB 136 , and extracts the electric mobile bodies 10 that can be rented based on the application acceptance information 144 .

[0098] For example, Figure 11B As shown, the mobile object DB 132 stores, for each of the plurality of electric mobile objects 10, mobile object identification information (mobile object ID), current location, remaining battery charge of the main battery 100, specifications of the drive source 16, usage status, past rental history, and failure history. The management server 28 regularly communicates with the management machine 30 at the station 22 or the ECU 96 of the electric mobile object 10 to update the current location, remaining battery charge of the main battery 100, and other information. Furthermore, the mobile object station DB 136 stores, for example, the location of the station 22, the mobile object ID of the parked electric mobile object 10, the remaining battery charge of the main battery 100, and the operating status of the locking mechanism 38 at each station, though these are not shown.

[0099] In the matching, the management server 28 extracts the usable electric moving object 10 from the moving object DB 132 based on the usage conditions included in the application acceptance information 144 and the remaining battery charge and maximum output power of the user's battery 102 .

[0100] For example, the management server 28 first limits the electric vehicles 10 that are expected to be rented at or near the rental location at the start date and time of use, based on the type of electric vehicle 10, the start date and time of use, and the rental location (or current location) in the usage conditions. Next, the management server 28 sorts the electric vehicles 10 that the user battery 102 is likely to meet by referring to the maximum output power of the user battery 102 and the specifications of the drive source 16 of each of the limited electric vehicles 10. For example, the management server 28 sorts the electric vehicles 10 in order of the maximum output power of the user battery 102 and the power of the drive source 16 that are close. Furthermore, if there are electric vehicles 10 that do not meet the maximum output power of the user battery 102 (for example, if the power of the drive source 16 cannot be reached even with the use of the step-up DC / DC converter 128), these electric vehicles 10 are excluded.

[0101] Furthermore, the management server 28 refers to the remaining battery power of the user battery 102 and the remaining battery power of the main battery 100 of each sorted electric vehicle 10 to appropriately lock the electric vehicle 10. For example, Figure 12AAs shown, the management server 28 calculates the overall remaining battery capacity value (total value) by adding the remaining battery capacity of the main battery 100 and the remaining battery capacity of the user battery 102 for each of the extracted electric vehicles 10 (electric vehicles A, B, . . . ).

[0102] Then, if Figure 12B As shown, the management server 28 selects the electric vehicle 10 whose calculated total value exceeds the rental recommendation threshold. The rental recommendation threshold is an indicator value indicating that the user can easily use the electric vehicle 10 (without worrying about charging). The rental recommendation threshold may also be a value that varies depending on the usage period (usage start date and time, usage end date and time) included in the application acceptance information 144.

[0103] If the calculated total value is below the rental recommendation threshold, the management server 28 then determines whether the total value exceeds the rental threshold. The rental threshold is a value at which the remaining battery charge of the main battery 100 and the user battery 102 is predicted to not reach zero (no need for recharging during use) based on the average power consumption during use. Therefore, the rental threshold is set to a value lower than the rental recommendation threshold. By also extracting electric vehicles 10 that exceed the rental threshold, even if the remaining battery charge of each electric vehicle 10 (main battery 100) near the rental location is generally low, it is possible to increase the number of electric vehicles 10 rented to users.

[0104] In contrast, Figure 12C As shown, when the calculated total value greatly exceeds the rental recommendation threshold, the management server 28 may also make a decision not to select the electric vehicle 10. Figure 12C In the example, the management server 28 determines the difference between the remaining power level obtained by subtracting the rental recommendation threshold from the total value of the electric vehicle C and the remaining power level for determination. Because the remaining power level difference of the electric vehicle C exceeds the remaining power level for determination, the management server 28 does not select the electric vehicle C. This is because the electric vehicle 10 with the larger total value can be rented to another user, allowing the shared system 12 to operate more efficiently as a whole.

[0105] Furthermore, during matching, the management server 28 may be configured to estimate battery consumption based on the usage conditions in the application acceptance information 144 and select the electric vehicle 10 whose estimated battery consumption is included in the total value. The battery consumption can be estimated based on the type of electric vehicle 10 (such as the power of the drive source 16) and the usage period (use start date and end date) included in the usage conditions, based on the average power consumption of electric vehicles 10 of a specified type during the usage period. Alternatively, the management server 28 may calculate a travel route (or travel distance) based on the type of electric vehicle 10, the rental location, and the return location (or destination) included in the usage conditions, and estimate the battery consumption based on the average power consumption of electric vehicles 10 of a specified type while traveling along the travel route. Furthermore, the management server 28 may be configured to set the aforementioned rental recommendation threshold and rental availability threshold based on battery consumption.

[0106] After the above matching process, the management server 28 provides the information of the electric vehicle 10 of a specified type to the user's information processing terminal 26, and the information IV of the electric vehicle 10 is displayed on the input and output unit 36a of the information processing terminal 26. For example, it is configured as follows: Figure 13 As shown, the information IV of the electric vehicle 10 is described by marking it on the map screen information 146 , and when the user selects (touches or clicks) the mark, further detailed information of the electric vehicle 10 is displayed.

[0107] As detailed information of the electric vehicle 10, for example, Figure 14A As shown, the movable range mr of the electric vehicle 10 can be displayed on the map screen information 146. This movable range mr is based on the total remaining battery charge of the main battery 100 and the remaining battery charge of the user battery 102. The movable range mr can be obtained by calculating the drivable distance from the total value calculated for each electric vehicle 10. In this way, by displaying the movable range mr of each electric vehicle 10 during information provision, the user can select an appropriate electric vehicle 10 that suits their intended use.

[0108] Preferably, the management server 28 refers to the shared battery DB 134 or the battery station DB 138 and displays the location information of the battery station 34 when providing information about the electric vehicle 10 (step S2-6). This allows the user to compare the movable range mr of the electric vehicle 10 with the battery station 34 and make a travel plan.

[0109] like Figure 15As shown, the shared battery DB 134 stores the battery ID, current location, specifications (output voltage, output power, maximum battery capacity, etc.), remaining battery charge (or SOC), usage status, and past rental history of each shared battery 32. In addition, the battery station DB 138 stores the installation location, battery ID, remaining battery charge (or SOC), etc. of the received shared battery 32, but this is not shown in the figure.

[0110] The management server 28 displays the information IB of the battery station 34 on the map screen information 146 (see the shared battery DB 134 and the battery station DB 138). Figure 14A If there is no shared battery 32 in the battery station 34 or the remaining battery power of all the stored shared batteries 32 is below a predetermined threshold, the battery station 34 will not be displayed on the map screen information 146 even if it exists.

[0111] Furthermore, it is preferable that the information of the battery station 34 displayed on the map screen information 146 can display the remaining battery capacity of each shared battery 32 housed in the battery station 34. As an example, Figure 14B As shown, when the user clicks the information IB of the battery station 34, a list of the stored shared batteries 32 and information indicating the remaining battery capacity of each shared battery 32 are displayed.

[0112] Alternatively, when the application acceptance information 144 includes a return location (or destination) for the electric vehicle 10, the management server 28 may calculate the travel route and the estimated battery consumption based on the calculated travel route as detailed information about the electric vehicle 10. Thus, when selecting an electric vehicle 10, the user can confirm the travel route and battery consumption displayed on the information processing terminal 26 and select an appropriate electric vehicle 10.

[0113] Based on the provision information transmitted from the management server 28 as described above, the user can appropriately select the electric vehicle 10 they wish to use on the information processing terminal 26. Upon receiving the user's vehicle selection information, the management server 28 associates the information about the selected electric vehicle 10 with the application acceptance information 144 and updates the usage status in the vehicle DB 132 to "scheduled rental." Even if another user applies for use, the management server 28 does not retrieve the electric vehicle 10 scheduled for rental.

[0114] return Figure 5Next, the process of renting an electric vehicle 10 by a user (step S3) will be described. When a user rents an electric vehicle 10, the sharing system 12 compares the user who requested to use the electric vehicle 10 with the electric vehicle 10 actually rented by the user to determine whether the user is a legitimate user. In particular, the sharing system 12 of this embodiment uses the battery ID of the user's battery 102 for user authentication.

[0115] In detail, Figure 16 As shown, the application information when applying for use includes the battery ID of the user battery 102 input or obtained by the user. The management server 28 generates the application acceptance information 144 including the battery ID as described above (see Figure 11A When the management server 28 receives the vehicle selection information selected by the user and determines the electric vehicle 10 to be rented to the user, it manages the battery ID included in the application acceptance information 144 until the user actually rents the electric vehicle 10 .

[0116] Furthermore, before the user uses the electric vehicle 10, the management server 28 transmits the managed battery ID as registration identification information (hereinafter referred to as the registration ID) to the ECU 96 of the electric vehicle 10 actually used by the user. Specifically, the management server 28 functions as an identification information management unit that registers the registration ID in the electric vehicle 10. The management server 28 transmits the registration ID to the electric vehicle 10 at a predetermined time before the user begins using the electric vehicle 10 (e.g., several minutes to two or three hours before).

[0117] The sharing system 12 may be configured such that, when sending the registration ID, the management machine 30 sends the registration ID to the electric vehicle 10 (in Figure 16 ), the registration ID may be directly sent to the electric vehicle 10 via the network 24. The registration ID is also stored in the management machine 30 itself by the management machine 30 and can be used by the management machine 30 to manage the electric vehicle 10.

[0118] like Figure 17 As shown, an authentication unit 150 is built into the ECU 96 of the electric vehicle 10. The authentication unit 150 performs user authentication by having a processor execute a program (not shown) stored in a memory. The authentication unit 150 stores the registration ID sent by the management server 28 in the memory before the user battery 102 is installed. In addition, the electric vehicle 10 is preferably locked by the vehicle locking mechanism 72 (see FIG. 1 ) when no registration ID is sent. Figure 2 ) automatically continues to maintain the locked state. Similarly, in the state where the management machine 30 is not sent the registration ID, it is preferred to automatically continue to maintain the locking of the site locking mechanism 38.

[0119] As the user battery 102 held by the user is installed on the second retaining frame 112 of the electric mobile body 10, the authentication unit 150 obtains the battery ID from the user battery 102 through the information acquisition unit 124. As the battery ID is obtained, the authentication unit 150 performs user authentication by comparing the battery ID and the saved registration ID. That is, in the user authentication, the authentication unit 150 determines whether the battery ID is consistent with the registration ID or not. And, when the IDs are consistent with each other, the user is authenticated as the user of the electric mobile body 10 (hereinafter, the state of the authenticated user is referred to as user confirmation). In addition, it is preferred that the authentication unit 150 continues to confirm the user's continued use of the electric mobile body 10 by regularly performing user authentication after temporarily becoming user confirmation.

[0120] When the ECU 96 is authenticated as the user of the electric vehicle 10 by the authentication unit 150, it shifts the electric vehicle 10 from the restricted travel state to the permitted travel state. Therefore, in addition to the authentication unit 150, the ECU 96 also includes a vehicle lock control unit 152, a power supply control unit 154, an adjustment control unit 156, a slip-off prevention mechanism control unit 158, a notification unit 160, and a usage measurement unit 162.

[0121] The vehicle lock control unit 152 is a functional unit that controls the vehicle lock mechanism 72 and is configured to automatically operate based on user authentication by the authentication unit 150. For example, the electric vehicle 10 is locked by the vehicle lock mechanism 72 before user authentication, placing it in a restricted travel state. Based on the user authentication, the vehicle lock control unit 152 unlocks the vehicle lock mechanism 72. This causes the electric vehicle 10 to transition from the restricted travel state to the permitted travel state.

[0122] For example, before user confirmation, the electric vehicle 10 uses the power supply control unit 154 to prohibit power from the main battery 100 and the user battery 102 to the drive source 16, thereby entering a restricted travel state in which the drive source 16 is not driven. Once the user confirmation is completed, the power supply control unit 154 starts supplying power from the main battery 100 and the user battery 102 to the drive source 16, thereby transitioning to a permitted travel state in which the drive source 16 is driven. Furthermore, if the station lock mechanism 38 has placed the electric vehicle 10 in a non-removable state, the vehicle management unit 31 of the management machine 30, upon receiving a user confirmation signal from the ECU 96, releases the lock, allowing the electric vehicle 10 to be removed.

[0123] The adjustment control unit 156 of the ECU 96 accesses the management server 28 based on the user's identification, and obtains the adjustment information of the user identified by the user from the management server 28. The adjustment information is information used to adjust the electric vehicle 10 according to the user's preferences, physique, etc., and is sent when the user registers or applies to use the electric vehicle 10, and is managed by the registrant DB 130 (see Figure 7B ). That is, the management server 28 constitutes an adjustment information storage unit that stores adjustment information. For example, as adjustment information for the electric bicycle 20A, the height of the seat 44, the gear shift stage, etc. can be cited. As adjustment information for the electric scooter 20B, the height of the handlebars, etc. can be cited. As adjustment information for the electric wheelchair 20C and the electric scooter 20D, the seat height, the rearview mirror angle, etc. can be cited. The adjustment information can be configured so that the content (adjustment data) actually adjusted by the user when riding is sent to the management server 28 through the ECU 96 of the electric mobile body 10, and is stored in the management server 28 accordingly.

[0124] The adjustment control unit 156 adjusts the electric vehicle 10 based on the adjustment information. For example, if the electric vehicle 10 is an electric bicycle 20A and the adjustment information includes the height of the seat 44, the adjustment control unit 156 drives the actuator 76 to displace the seat post 74, thereby adjusting the seat 44 to the height corresponding to the adjustment information.

[0125] Furthermore, the anti-detachment mechanism control unit 158 ​​of the ECU 96 activates the anti-detachment mechanism 122 based on the user's decision to lock the user battery 102. This prevents the user battery 102 from being stolen even when the user is using the vehicle, for example, when the user temporarily leaves the vehicle 10.

[0126] On the other hand, if the authentication unit 150 determines that the user is not the user of the electric vehicle 10, that is, the user has not been confirmed, the vehicle lock control unit 152 and the power supply control unit 154 maintain the travel restriction state (lock and power supply prohibited). This prevents unauthorized users from using the electric vehicle 10. Furthermore, if the vehicle management unit 31 of the management machine 30 has placed the electric vehicle 10 in a state where it cannot be removed using the station lock mechanism 38, the user confirmation is not received from the ECU 96 of the electric vehicle 10, and the state of being unable to be removed is also maintained. This prevents the electric vehicle 10 from being removed from the station 22.

[0127] The notification unit 160 of the ECU 96 sends a notification indicating that the user has not been identified based on the battery ID (user authentication has failed) to the management server 28, and the management server 28 sends a notification indicating that the user has not been identified to the user's information processing terminal 26. Upon receiving the notification, the user can easily recognize that the user battery 102 connected to the electric vehicle 10 is different from the battery registered at the time of application.

[0128] Furthermore, when the user is identified with the installation of the user battery 102, the usage measurement unit 162 of the ECU 96 measures the usage period of the user's electric vehicle 10. This is because, in the sharing system 12, the station 22 where the electric vehicle 10 is rented to the user and the station 22 where the user returns the electric vehicle 10 may be different, making it difficult to measure the usage period at the station 22.

[0129] Below, refer to Figure 18 , when renting the electric vehicle 10 to the user ( Figure 5 The management server 28 manages the battery ID sent when the user applies for use in a state associated with the electric vehicle 10 that the user plans to rent.

[0130] The management server 28 then measures the date and time and transmits the registration ID to the electric vehicle 10 before the user starts using the electric vehicle 10 (step S3-1).

[0131] The user carries the user battery 102 to the parking lot 22 where the destination electric vehicle 10 is parked, and installs the user battery 102 in the second holder 112 of the electric vehicle 10 (step S3-2). As the user installs the user battery 102, the information acquisition unit 124 of the electric vehicle 10 automatically acquires the battery ID from the user battery 102, and the ECU 96 receives the battery ID (step S3-3).

[0132] The authentication unit 150 of the ECU 96 then performs user authentication by comparing the acquired battery ID with the stored registration ID (step S3-4). During user authentication, if the battery ID and the registration ID match, the user is determined to be the user of the electric vehicle 10, i.e., the user has been confirmed. Based on this, the ECU 96 transmits the user confirmation information to the control circuit of the user battery 102 (step S3-5), and also to the management machine 30 and the management server 28 (step S3-6).

[0133] The vehicle lock control unit 152 switches the vehicle lock mechanism 72 from locked to unlocked (step S3-7). Furthermore, the power supply control unit 154 of the ECU 96 controls the power supply from the main battery 100 and the user battery 102 to the drive source 16 (step S3-8). Furthermore, the ECU 96 receives adjustment information from the management server 28 that has transmitted the user's instructions (step S3-9). Based on this adjustment information, the adjustment control unit 156 of the ECU 96 adjusts the electric vehicle 10 in accordance with the user's instructions (step S3-10).

[0134] Furthermore, the usage measurement unit 162 of the ECU 96 measures the date and time when the user first authenticates the vehicle to determine the start date and time of use, and then begins measuring the usage period (step S3-11). As described above, user authentication is performed upon installation of the user battery 102, and subsequent control is appropriately performed, thereby enabling the user to easily use the electric vehicle 10.

[0135] return Figure 5 Next, the processing when the user uses the electric vehicle 10 (step S4) will be described. When the user uses the electric vehicle 10, the power supply control unit 154 of the ECU 96 appropriately distributes the electric power of the main battery 100 and the electric power of the user battery 102. Therefore, in the power supply control unit 154, as shown in FIG. Figure 19 As shown, a functional block consisting of a demand electric power calculation unit 170 , a capacity acquisition unit 172 , a boost setting unit 174 , a power distribution management unit 176 , and a PCU control unit 178 is constructed.

[0136] The power demand calculation unit 170 continuously calculates the power demand to be supplied to the drive source 16 based on detection signals from the power demand sensor 98 (torque sensor, rotation sensor), and outputs the calculated power demand to the power distribution management unit 176 and the PCU control unit 178. For example, the power demand calculation unit 170 estimates the driving condition based on the reaction force of the pedals 60 applied to the crankshaft 58 detected by the torque sensor and the rotation speed detected by the rotation sensor, and calculates the power demand as the amount of assist corresponding to the driving condition.

[0137] The capacity acquisition unit 172 calculates the remaining battery charge of the main battery 100 using a known calculation method based on the detection signal from the first holder sensor 108. Furthermore, the capacity acquisition unit 172 calculates or acquires the remaining battery charge of the user battery 102 based on the information (remaining battery charge, output voltage) from the information acquisition unit 124 of the second holder 112. The capacity acquisition unit 172 stores the acquired remaining battery charge of the main battery 100 and the remaining battery charge of the user battery 102 in a memory and transmits the information to the power distribution management unit 176.

[0138] The boost setting unit 174 refers to a pre-set data map 180 to set the amount of boost by the boost-type DC / DC converter 128 between the input voltage from the user battery 102 and the output voltage to the drive source 16 (PCU 94). In the data map 180, various drive source 16 specifications (output voltage, output power, etc.) and various user battery 102 specifications (input voltage, input power, capacity, etc.) are associated with each other based on the amount of boost. The amount of boost corresponds to, for example, the switching time of a switching circuit (not shown) in the boost-type DC / DC converter 128. Alternatively, the user battery 102 may include a voltage conversion unit 126 (DC / DC converter) and a control circuit (not shown), wherein the control circuit includes the boost setting unit 174 and is capable of supplying the output power boosted by the user battery 102 to the outside.

[0139] The boost setting unit 174 obtains information about the user battery 102 (input voltage, input power, capacity, etc.) while the user battery 102 is held in the second holder 112. The boost setting unit 174 pre-identifies the specifications of the drive source 16, extracts an appropriate boost amount from the data map 180 based on the acquired information about the user battery 102 and the specifications of the drive source 16, and transmits the extracted boost amount to the boost-type DC / DC converter 128. The switching control unit (not shown) of the boost-type DC / DC converter 128 switches the switching circuit based on the received boost amount, thereby boosting the voltage of the user battery 102 to the set boost amount.

[0140] The data map 180 includes specifications for various drive sources 16, making it easy to install the boost-type DC / DC converter 128 for various electric vehicles 10. Specifically, the ECU 96 can refer to the data map 180 to enable the boost-type DC / DC converter 128 to perform a voltage boost corresponding to the drive source 16 of the electric vehicle 10 to which it is applied. This reduces the workload of setting the boost amount for each drive source 16 of the electric vehicle 10.

[0141] The power distribution management unit 176 controls the power supply of the main battery 100 and the user battery 102 upon receiving the required power, the remaining battery charge of the main battery 100, the remaining battery charge of the user battery 102, and the boost amount of the user battery 102. For example, the power distribution management unit 176 controls the operation of the junction box 92 to become Figures 20A to 20D The control content shown switches the electric power path of the main battery 100 and the electric power path of the user battery 102 .

[0142] Figure 20AThis section shows power supply control when the user battery 102 is not connected. In this case, the power distribution management unit 176 appropriately switches within the junction box 92, thereby supplying power from the main battery 100 to the junction box 92, the PCU 94, and the drive source 16 in this order. Consequently, the drive source 16 is driven solely by the power from the main battery 100.

[0143] on the other hand, Figures 20B to 20D Indicates the power supply control when the user battery 102 is connected. For example, Figure 20B As shown, the power distribution management unit 176 sets the required power to the prescribed value PD (refer to Figure 19 ) is high (high output is required), the power of the main battery 100 and the power of the user battery 102 are combined in the junction box 92 and supplied to the drive source 16. In other words, the power distribution management unit 176 supplies the power of the main battery 100 and the power of the user battery 102 to the drive source 16 simultaneously.

[0144] In addition, for example Figure 20C As shown, when the power demand is greater than zero and less than a predetermined value PD (low-output demand), the power distribution management unit 176 stops supplying power to the main battery 100. Consequently, power is supplied to the user battery 102 in the order of the step-up DC / DC converter 128, the junction box 92, the PCU 94, and the drive source 16. Consequently, the drive source 16 is driven solely by the power of the user battery 102.

[0145] In addition, in the case of low output demand, the power distribution management unit 176 preferably distributes the power of the user battery 102 appropriately according to the remaining battery capacity of the main battery 100, the remaining battery capacity of the user battery 102, and the required power. For example, when the required power is lower than the main battery charging threshold Tm (refer to Figure 19 ), the power distribution management unit 176 supplies power from the user battery 102 to the main battery 100 via the junction box 92 (in Figure 20C In this case, the main battery charging threshold value Tm can be set to a value less than the predetermined value PD. In this way, the electric vehicle 10 can charge the main battery 100 when the driving source 16 has a low output.

[0146] And, as Figure 20D As shown, when the required electric power is zero (i.e., below the main battery charging threshold value Tm), the power distribution management unit 176 determines that the vehicle body 14 is in a stopped state and stops the supply of electric power from the user battery 102 to the drive source 16. The power distribution management unit 176 then supplies electric power to the user battery 102 in the order of the step-up DC / DC converter 128, the junction box 92, and the main battery 100, thereby charging the main battery 100. Figure 20C 、 Figure 20D In this mode, the power distribution management unit 176 extracts the remaining battery capacity of the main battery 100. When the main battery 100 is nearly fully charged (for example, when the SOC is 90% or higher), it stops supplying power from the user battery 102 to the main battery 100. In this case, the power distribution management unit 176 reduces the power output value of the user battery 102. This prevents overcharging of the main battery 100 and reduces power consumption of the user battery 102.

[0147] In addition, the power distribution management unit 176 is preferably, in the above Figures 20B to 20D In the control content, the junction box 92 and the step-up DC / DC converter 128 are controlled in such a way that the electric power output from the user battery 102 is maintained at a certain output value. Figure 21 As shown, the power distribution management unit 176 controls the predetermined value PD and the output value of the user battery 102 to be consistent, maintaining the output value constant even if the power demand changes over time. Therefore, the battery 18 whose output value (or input value) changes according to the power demand is only the main battery 100.

[0148] Specifically, when the required power is greater than the specified value PD (output value), the power distribution management unit 176 does not change the output value of the user battery 102, but instead changes the power output of the main battery 100 in accordance with the required power. Furthermore, when the required power is below the specified value PD (output value), the power distribution management unit 176 does not change the output value of the user battery 102, but instead supplies power to both the drive source 16 and the main battery 100. In other words, the power distribution management unit 176 supplies the difference in power, obtained by subtracting the required power from the output value, from the user battery 102 to the main battery 100.

[0149] The output value of the user battery 102 is preferably appropriately set by the power distribution management unit 176 in accordance with the remaining battery charge of the main battery 100. For example, the output value of the user battery 102 may be set to a low value when the remaining battery charge of the main battery 100 is high, while the output value of the user battery 102 may be set to a high value when the remaining battery charge of the main battery 100 is low.

[0150] As described above, the electric vehicle 10 supplies the electric power of the user battery 102 with priority, thereby being able to sufficiently suppress the reduction of the remaining battery power of the main battery 100. Figure 22 The following describes the time variation of the remaining battery power of the main battery 100 when the user battery 102 outputting a constant 30W output is used and the time variation of the remaining battery power of the main battery 100 when the user battery 102 is not used. Figure 22 In the example, the electric bicycle 20A travels 3 km on a flat road at a speed of 15 km / h and waits for two traffic lights on the way.

[0151] When the user battery 102 is not in use, the remaining charge of the main battery 100 decreases at a substantially constant rate while the electric bicycle 20A is traveling. Furthermore, when the electric bicycle 20A stops, the remaining charge of the main battery 100 remains constant without decreasing. Therefore, the remaining charge of the main battery 100 decreases significantly after traveling 3 km.

[0152] On the other hand, when using the user battery 102 with an output value of 30W, the remaining battery charge of the main battery 100 remains approximately constant while the electric vehicle is traveling, decreasing at a more gradual rate than when the user battery 102 is not used. Furthermore, when the electric bicycle 20A is stopped, the remaining battery charge of the main battery 100 increases by supplying power from the user battery 102 to the main battery 100. As a result, after traveling 3 km, the remaining battery charge of the main battery 100 barely decreases. In other words, by using the user battery 102, the electric vehicle 10 can significantly reduce the chance of a significant decrease in the remaining battery charge of the main battery 100.

[0153] In addition, the power distribution management unit 176 can also set the control content according to the remaining battery power of the user battery 102. Figure 19 As shown, the power distribution management unit 176 has a stop threshold value Ts corresponding to the remaining battery power of the user battery 102. When the remaining battery power of the user battery 102 is greater than the stop threshold value Ts, the power distribution management unit 176 supplies electric power from the user battery 102 to the driving source 16 or the main battery 100. On the other hand, when the remaining battery power of the user battery 102 is less than the stop threshold value Ts, the power distribution management unit 176 stops the supply of electric power from the user battery 102. When the supply of electric power from the user battery 102 is stopped, as shown in FIG. Figure 20A As shown, only the electric power of the main battery 100 is supplied to the driving source 16. Accordingly, excessive use of the battery of the user battery 102 is avoided.

[0154] Furthermore, the power distribution management unit 176 preferably includes a usage content setting unit 182 that allows the user to set the battery consumption of the user battery 102. For example, the usage content setting unit 182 can communicate with the user's smartphone 37 (the application 140 of the sharing system 12) via a communication module and change the stop threshold value Ts based on instructions from the smartphone 37. The usage content setting unit 182 can also be configured to set the output value of the user battery 102 in addition to the stop threshold value Ts.

[0155] Return to Figure 19 The PCU control unit 178 of the ECU 96 controls the PCU 94 based on the power demand received from the power demand calculation unit 170. The power distribution management unit 176 controls the PCU 94 so that the power required by the PCU 94 can be supplied to the junction box 92 upstream of the PCU 94. Therefore, the PCU control unit 178 can appropriately convert DC power into AC power within the PCU 94, depending on the power demand range from high output to low output, and output the converted power to the drive source 16.

[0156] Below, refer to Figure 23 , when the user uses the electric vehicle 10 ( Figure 5 The processing flow of the ECU 96 in step S4) will be described. The ECU 96 of the electric vehicle 10 controls the driving of the driving source 16 when the electric vehicle 10 is started based on the user's power-on operation.

[0157] After activation, the power supply control unit 154 of the ECU 96 determines whether the user battery 102 is connected to the second holder 112 (step S4-1). For example, the power supply control unit 154 determines the connection status of the user battery 102 based on a signal transmitted from the information acquisition unit 124. If the user battery 102 is not connected (step S4-1: No), the process proceeds to step S4-2. If the user battery 102 is connected (step S4-1: Yes), the process proceeds to step S4-4.

[0158] In step S4-2, the power supply control unit 154 calculates the required power based on the detection signal from the required power sensor 98. The power supply control unit 154 then controls the junction box 92 and the PCU 94 to supply power from the main battery 100 to the drive source 16 (step S4-3). This allows the electric vehicle 10 to travel using the power from the main battery 100.

[0159] Meanwhile, in step S4 - 4 , the power supply control unit 154 acquires the input voltage of the user battery 102 from the information acquisition unit 124 of the second holder 112 , and sets the boost amount of the boost DC / DC converter 128 based on the input voltage by referring to the data map 180 .

[0160] After this, the power supply control unit 154 calculates the required power based on the detection signal of the required power sensor 98 (step S4-5). Furthermore, the power supply control unit 154 determines the control content based on the calculated required power. For example, the power supply control unit 154 determines whether the required power is zero (step S4-6). If the required power is zero (step S4-6: Yes), the required power is indeed lower than the main battery charging threshold Tm. Therefore, the power supply control unit 154 switches the junction box 92 to stop the power supply to the main battery 100 and supplies the power of the user battery 102 to the main battery 100 (step S4-7). On the other hand, if the required power is greater than zero (step S4-6: No), the process proceeds to step S4-8.

[0161] In step S4-8, the power supply control unit 154 determines whether the required electric power is below a prescribed value PD (a value that distinguishes high output and low output). If the required electric power is below the prescribed value PD (step S4-8: Yes), the power supply from the main battery 100 is stopped, and the electric power of the user battery 102 is supplied to the driving source 16 (step S4-9). At this time, if the required electric power is lower than the main battery charging threshold Tm, the power supply control unit 154 may also supply the remaining amount of electric power of the user battery 102 that is not supplied to the driving source 16 to the main battery 100 to charge the main battery 100 (see also Figure 20C ).

[0162] If the required power is greater than the predetermined value PD (step S4-8: No), the junction box 92 is switched, and the power of the main battery 100 and the power of the user battery 102 are simultaneously supplied to the drive source 16 (step S4-10). In this way, the electric vehicle 10 uses the power of the user battery 102, thereby reducing the power consumption of the main battery 100 and allowing the vehicle to travel.

[0163] Next, the information provided to the electric vehicle 10 and the user in the sharing system 12 according to this embodiment when the user is using the electric vehicle 10 will be described. Specifically, the sharing system 12 monitors the remaining battery charge of the main battery 100 and the remaining battery charge of the user battery 102 of the electric vehicle 10 in use and performs various processes.

[0164] Therefore, if Figure 24 As shown, a usage management unit 190 is formed inside the management server 28. The usage management unit 190 acquires the current position of the electric vehicle 10, the remaining battery power of the main battery 100, and the remaining battery power of the user battery 102 by communicating with the ECU 96 of the electric vehicle 10 being used by the user. Figure 24The middle diagram shows the electric vehicle 10 communicating while in motion. However, the ECU 96 may be configured to communicate only when the vehicle body 14 is stationary and communication is stable. The usage management unit 190 monitors the remaining battery charge of the entire electric vehicle 10 by calculating the total remaining battery charge of the main battery 100 and the remaining battery charge of the user battery 102.

[0165] The sharing system 12 may also transmit the total value calculated by the usage management unit 190 to the touch screen 43 provided on the electric vehicle 10. By displaying the transmitted total value, the touch screen 43 enables the user to identify the remaining battery charge of the entire battery 18 of the electric vehicle 10. Furthermore, the touch screen 43 has a function for locating the current position and a navigation function, and may be configured to display map information 192, the vehicle X, and a travel route. The usage management unit 190 may calculate a travel route based on the usage conditions (return location, destination) in the user's application acceptance information 144 and provide the calculated travel route to the touch screen 43. Alternatively, the usage management unit 190 may be provided within the touch screen 43.

[0166] like Figure 25A As shown, the touch screen 43 can display the movable range mr of the electric vehicle 10, estimated based on the acquired total value, on the upper layer of the map information 192. This allows the user to easily identify the movable range mr based on the remaining battery charge of the entire electric vehicle 10. Alternatively, the touch screen 43 can be configured to separately display the movable range mr for the remaining battery charge of the main battery 100 and the movable range mr for the remaining battery charge of the user battery 102.

[0167] In addition, if Figure 24 As shown, the usage management unit 190 has a low remaining power determination threshold value Tp for monitoring the remaining battery power of the battery 18. For example, the usage management unit 190 compares the total value (or the remaining battery power of the main battery 100 alone, the remaining battery power of the user battery 102 alone) with the remaining power determination threshold value Tp to determine whether the total value is below the remaining power determination threshold value Tp. And, when the total value is below the remaining power determination threshold value Tp, the low remaining power information indicating that the remaining battery power of the electric mobile body 10 is low is sent to the touch screen 43 (or an email is sent to the user's smartphone 37, etc.). The touch screen 43 receives the low remaining power information based on, for example, Figure 25B A low remaining battery notification 194 is displayed as shown.

[0168] Furthermore, the use management unit 190 may refer to the battery station DB 138 based on the current position of the electric vehicle 10 in use to provide information IB of the battery stations 34 located near the current position of the electric vehicle 10 (see also Figure 25A).

[0169] Return to Figure 24 The usage management unit 190 may also refer to the shared battery DB 134 to provide information about shared batteries 32 that have sufficient remaining battery power and are available for rent. In this case, the usage management unit 190 preferably calculates the power consumption based on the usage conditions in the user's application acceptance information 144 and extracts and provides information only about shared batteries 32 that have a remaining battery power exceeding the power consumption. Thus, once a user using the electric vehicle 10 rents a shared battery 32 displayed on the touch screen 43, they can easily use the electric vehicle 10 using the power of the shared battery 32. Furthermore, when a user rents a shared battery 32, the management server 28 transmits the battery ID of the shared battery 32 to the authentication unit 150 as a registration ID for user authentication, thereby ensuring stable user authentication.

[0170] The usage management unit 190 preferably transmits information about available shared batteries 32 or battery stations 34 when transmitting the low battery notification. Accordingly, the touch screen 43 displays the low battery notification 194 and the location of the shared battery 32, allowing the user to take appropriate measures based on this information, such as going to rent a shared battery 32.

[0171] The usage management unit 190 can also change the assist mode of the electric vehicle 10 by comparing the remaining battery charge of the electric vehicle 10 with the battery consumption based on the usage conditions of the application acceptance information 144. The assist mode can be set to multiple levels, such as a power mode that uses the power of the battery 18 at full power during driving, a normal mode that uses the power of the battery 18 according to the required conditions during driving, and a power saving mode that suppresses the power consumption of the battery 18. As an example, the power saving mode stops the power supply from the battery 18 on flat roads and only supplies power to the battery 18 when the road slope (torque) is high.

[0172] For example, the usage management unit 190 calculates the moving path or moving distance of the electric vehicle 10 based on the usage conditions of the application acceptance information 144, and also refers to the stored map information (not shown) to identify the path slope included in the moving path. The usage management unit 190 also calculates the battery consumption taking into account these moving paths, moving distances, path slopes, etc. In addition, when the remaining battery power of the electric vehicle 10 is greater than the calculated battery consumption, the usage management unit 190 sends an instruction to the ECU 96 to drive in power mode or normal mode. Based on this, the power supply control unit 154 of the ECU 96 controls the supply of sufficient power from the battery 18 to the drive source 16 according to the required power, thereby reducing the discomfort of the user of the electric vehicle 10 (the chance of feeling insufficient power assistance).

[0173] On the other hand, if the remaining battery charge of the electric vehicle 10 is less than (or equal to) the battery consumption, an instruction to operate in power-saving mode is sent to the ECU 96. The power supply control unit 154 of the ECU 96 then controls the power consumption of the battery 18 in accordance with the instructed power-saving mode. This prevents the remaining battery charge in the battery 18 from reaching zero when the user returns the electric vehicle 10. The ECU 96 can use the remaining battery charge to communicate necessary information with the management machine 30 or the management server 28.

[0174] Or, as Figure 26 As shown, the usage management unit 190 may also calculate a plurality of movement routes R according to the usage conditions, calculate the battery consumption of each movement route R, and provide the route information with the least battery consumption among the plurality of routes according to the remaining battery power of the electric vehicle 10. The route information is displayed on the map information 192 via the touch screen 43, and the user who recognizes the route information can follow the movement route R with reduced power consumption. Figure 26 The middle figure shows an example in which multiple travel routes R are presented, such as a circuitous route with low energy consumption, route R1; a shortest route with high energy consumption, route Rh; and another route (route Rm with medium energy consumption). The usage management unit 190 (or the ECU 96) may also perform control such as setting the assist mode to the normal mode when the user travels along the low energy consumption route R1 and setting the power saving mode when the user travels along the high energy consumption route Rh.

[0175] return Figure 5 Finally, the process of returning the electric vehicle 10 (step S5) and paying the fee (step S6) will be described. The user who used the electric vehicle 10 returns the electric vehicle 10 to the return location (station 22) specified when applying for use. Alternatively, the user may return the electric vehicle 10 to a station 22 other than the return location specified in the application acceptance information 144.

[0176] The electric vehicle 10 is returned by parking the vehicle at the station lock mechanism 38 at the station 22 and removing the user battery 102 from the second holder 112. As described above, the ECU 96 performs user authentication (user confirmation) using the battery ID. Therefore, when the user battery 102 is removed, the user confirmation is cleared. The ECU 96 can determine the end of use date and time based on parking at the station 22 and the time when the user confirmation was released.

[0177] That is, Figure 27As shown, the usage measurement unit 162 of the ECU 96 identifies the start date and time of use of the electric vehicle 10 based on user confirmation and begins measuring the usage period from that time. Furthermore, the usage measurement unit 162 identifies the end date and time of use of the electric vehicle 10 based on the removal of the user's battery 102 from the second holder 112 (deletion of the user confirmation) and ends measurement of the usage period at that time. This allows the usage measurement unit 162 to easily calculate the user's usage period of the electric vehicle 10 and transmit the calculated usage period to the management server 28 and the management machine 30.

[0178] The management server 28 is provided with a calculation unit 196 that calculates the usage fee of the electric vehicle 10 based on the usage period measured by the usage measurement unit 162 (see Figure 17 The calculation unit 196 of the management server 28 calculates the usage fee based on the received user usage period and requests the user to pay the usage fee. Furthermore, the sharing system 12 may be configured to utilize scores associated with other services, etc., and the calculation unit 196 may calculate the score based on the usage period. Alternatively, the sharing system 12 may be configured such that the management machine 30 includes the calculation unit 196, and the management machine 30 settles the usage fee for the electric vehicle 10.

[0179] Or, as Figure 28A As shown, the sharing system 12 can also be configured to calculate usage fees based on the battery consumption of the main battery 100. For example, the usage measurement unit 162 recognizes the start of use of the electric vehicle 10 based on user confirmation and measures and stores the remaining battery charge of the main battery 100 at that time. Furthermore, the usage measurement unit 162 recognizes the end of use of the electric vehicle 10 based on the removal of the user battery 102 from the second retaining frame 112 and measures and stores the remaining battery charge of the main battery 100 at that time. Furthermore, the usage measurement unit 162 calculates the difference between the remaining battery charge of the main battery 100 at the start of use and the remaining battery charge of the main battery 100 at the end of use. Based on this, the calculation unit 196 of the management server 28 or the management machine 30 can calculate the fee based on the calculated difference in the remaining battery charge of the main battery 100 and send a bill to the user.

[0180] In addition, when the battery consumption of the main battery 100 is reflected in the usage fee, the following calculation method can be adopted: the basic usage fee calculated based on the usage period and the score corresponding to the battery consumption of the main battery 100 are calculated, and the score is subtracted from the usage fee. Figure 28BAs shown, the calculation unit 196 has a reference value for battery consumption corresponding to the battery consumption of the main battery 100 and subtracts the battery consumption from the reference value. This allows the calculation unit 196 to calculate a high score when the battery consumption of the main battery 100 is low, thereby offering a significant discount on the usage fee. Alternatively, the calculation unit 196 can calculate a low score when the battery consumption of the main battery 100 is high, thereby offering a small discount on the usage fee or charging an additional fee.

[0181] Alternatively, the sharing system 12 may be configured to measure the power consumption of the user battery 102 during use of the electric vehicle 10 and reflect this amount in the usage fee. For example, the usage measurement unit 162 calculates the difference between the remaining battery charge of the user battery 102 at the start time of use of the electric vehicle 10, as determined by the user, and the remaining battery charge of the user battery 102 at the end time of use of the electric vehicle 10, when the user battery 102 was removed. Based on this, the calculation unit 196 calculates a low usage fee when the battery consumption of the user battery 102 is high, and a high usage fee when the battery consumption of the user battery 102 is low.

[0182] In addition, even when the battery consumption of the user's battery 102 is reflected in the usage fee, a calculation method can be adopted in which the basic usage fee calculated based on the usage period and the score corresponding to the battery consumption of the user's battery 102 are calculated and the score is subtracted from the usage fee. Figure 29 As shown, the calculation unit 196 calculates a high score when the battery consumption of the user's battery 102 is high, and calculates a low score when the battery consumption of the user's battery 102 is low. Thus, the calculation unit 196 can calculate a high score when the battery consumption of the user's battery 102 is high and offer a significant discount on the usage fee. On the other hand, the calculation unit 196 can calculate a low score when the battery consumption of the user's battery 102 is low and offer a small discount on the usage fee or charge an additional fee.

[0183] Alternatively, the calculation unit 196 may, of course, calculate the usage fee by comprehensively converting the usage period, the electric power consumption of the main battery 100 , and the electric power consumption of the user battery 102 .

[0184] If a payment financial institution (such as a credit card) is registered as user information, the financial institution collects payment from the user for the use fee of the electric vehicle 10. Alternatively, the shared system 12 may be configured so that the user pays the use fee of the electric vehicle 10 directly to the management machine 30.

[0185] The present invention is not limited to the above-described embodiments and can be modified in various ways consistent with the spirit of the invention. For example, the sharing system 12 can include various temporary use methods, such as leasing the electric vehicle 10 to users for a long term or renting the electric vehicle 10 to users for a short term. Furthermore, the sharing system 12 can be configured so that multiple users share a single electric vehicle 10. Furthermore, for example, in addition to being used in the sharing system 12, the electric vehicle 10 can also be owned by an individual. The electric vehicle 10 can also be configured so that only the user battery 102 is used as one or more batteries 18.

[0186] The electric vehicle 10 other than the electric bicycle 20A may also have a second holder 112 for fixing the user battery 102 at an appropriate position. Figure 1 As shown, the electric scooter 20B can be configured to include the second holder 112 on the bulged portion 204 connecting the handlebar shaft 200 and the pedal portion 202. Furthermore, the electric wheelchair 20C and the electric mobility scooter 20D can be configured to include the second holder 112 on the armrest portion 206 provided adjacent to the seat where the user sits.

[0187] like Figure 30 As shown in the first modified example, the electric vehicle 10 may also be configured to include a second holder 112 on the handlebar 42 (the frame near the steering shaft 78) for holding a user battery 102. For example, if the user battery 102 is the battery 18 of the smartphone 37 itself, the second holder 112 secures the smartphone 37 so that the input / output unit 36a of the smartphone 37 faces the user seated on the seat 44. This allows the user battery 102 (smartphone 37) to supply power to the drive source 16 or the main battery 100, and also enables various information to be displayed when the electric vehicle 10 is in use, similar to the touch screen 43 described above.

[0188] like Figure 31A As shown in the second modified example, the electric vehicle 10 may be configured so that when the power of the user battery 102 is low, the user battery 102 is charged with the power of the main battery 100. For example, the ECU 96 includes a user battery charging threshold Tu (charging threshold: see Figure 19 When the remaining battery level of the user battery 102 falls below the user battery charging threshold Tu, the main battery 100 supplies power to the user battery 102. The user battery charging threshold Tu is preferably set to be lower than the stop threshold Ts, or the user may set the user battery charging threshold Tu via the usage content setting unit 182.

[0189] The electric power from the main battery 100 is converted to a voltage suitable for charging the user battery 102 via the step-down DC / DC converter 210 (voltage conversion unit 126). Furthermore, even when the power distribution management unit 176 determines that the user battery 102 should be charged, it monitors the power demanded by the drive source 16. When the power demand is low (when the vehicle is stopped or at low output), the main battery 100 supplies power to the user battery 102. This allows the electric vehicle 10 to charge the user battery 102 while preventing a power shortage to the drive source 16.

[0190] like Figure 31B As shown in the third modified example, the electric vehicle 10 may be configured to charge the main battery 100 using only the power of the user battery 102, without supplying power to the drive source 16. For example, a step-up DC / DC converter 128 and a chopper circuit 212 are provided between the main battery 100 and the user battery 102. The ECU 96 uses the chopper circuit 212 to cut off the power supply from the user battery 102 while the electric vehicle 10 is traveling. Furthermore, when the ECU 96 recognizes that the electric vehicle 10 is stopped (power demand is zero) and stops supplying power from the main battery 100 to the drive source 16, it releases the chopper circuit 212 cutoff and supplies power from the user battery 102 to the main battery 100. This allows the main battery 100 to maintain a low charge level even when the user battery 102 is only charging the main battery 102.

[0191] Alternatively, the sharing system 12 may be configured so that the user does not select the type of electric vehicle 10 during the user's application process. Instead, the management server 28 retrieves the appropriate type of electric vehicle 10 based on the user's battery 102 information and presents it to the user. For example, if the user's battery 102 has a high remaining charge, the management server 28 retrieves the electric scooter 20B, which consumes a lot of power. If the user's battery 102 has a low remaining charge, the management server 28 retrieves the electric bicycle 20A, which consumes less power. This allows the user to use the appropriate electric vehicle 10 based on the user's battery 102.

[0192] Furthermore, the authentication unit 150 that performs user authentication is not limited to being located within the electric vehicle 10; it may also be located within the management machine 30 or the management server 28 at each station 22. For example, if the authentication unit 150 is located within the management server 28, the ECU 96 of the electric vehicle 10 obtains the battery ID from the user battery 102 mounted on the second holder 112 and transmits this battery ID to the management server 28. The management server 28 can then compare the transmitted battery ID with the registration ID to determine whether the user is a legitimate user who has applied for use of the electric vehicle 10. Similarly, the usage measurement unit 162 of the ECU 96 is not limited to being located within the electric vehicle 10; it may also be located within the management machine 30 or the management server 28 at each station 22.

[0193] The shared system 12 can also be used without requiring a subscription. A user can bring a user battery 102 to a station 22 and connect the user battery 102 to a standby electric vehicle 10, thereby enabling use of the electric vehicle 10. In this case, the ECU 96 of the electric vehicle 10 obtains the battery ID of the user battery 102 upon connection and transmits the battery ID to the management server 28. The management server 28 authenticates (confirms) the user based on the battery ID and, based on this, performs usage authorization, fee management, and the like.

[0194] The technical ideas and effects that can be grasped according to the above-mentioned embodiments are described below.

[0195] The first embodiment of the present invention is an electric mobile body 10, which has a body 14 and a drive source 16, the drive source 16 outputs a driving force for moving the body 14, and the electric mobile body 10 has a main battery 100 and a control unit (ECU96), the main battery 100 is installed on the body 14; the control unit (ECU96) supplies the main battery 100 with electric power from a user battery 102 provided by a user of the electric mobile body 10.

[0196] Thus, the electric vehicle 10 supplies the main battery 100 with power from the user battery 102 mounted on the vehicle body 14, thereby suppressing the decrease in the remaining charge of the main battery 100. As a result, the electric vehicle 10 can reduce the chances of the remaining charge of the main battery 100 significantly decreasing (to near zero), thereby improving the durability of the main battery 100. In particular, when the electric vehicle 10 is used in the shared system 12, the need to replace the main battery 100 is reduced, significantly reducing operating costs.

[0197] The vehicle body 14 also includes a holder (second holder 112) that detachably holds the user battery 102. The holder also includes a step-up DC / DC converter 128 that boosts the input voltage from the held user battery 102. This allows the electric vehicle 10 to maintain a sufficient output voltage to the drive source 16 even when using a user battery 102 having a lower output voltage than the main battery 100.

[0198] The control unit (ECU 96) also includes a data map 180 that associates the output voltage from the step-up DC / DC converter 128 to the drive source 16 with multiple input voltages of the user battery 102, based on the amount of boost. When the user battery 102 is held in the holder (second holder 112), the control unit obtains the input voltage of the user battery 102 and sets the amount of boost for the obtained input voltage by referring to data map 180. This allows the electric vehicle 10 to set the appropriate amount of boost for various drive sources 16 and user batteries 102, thereby facilitating the supply of power from the user battery 102 to the drive source 16.

[0199] Furthermore, the control unit (ECU 96) supplies electric power from the user battery 102 to the drive source 16 according to the status of the main battery 100 and the status of the user battery 102. By thus utilizing the electric power from the user battery 102 for the drive source 16, the electric vehicle 10 can maintain good travel while suppressing a decrease in the remaining battery charge of the main battery 100.

[0200] Furthermore, the control unit (ECU 96) controls the following: when the electric power demanded by the drive source 16 exceeds a predetermined value PD, the electric power of the main battery 100 and the electric power of the user battery 102 are simultaneously supplied to the drive source 16; and when the electric power demanded is greater than zero but equal to or less than the predetermined value PD, the electric power supply from the main battery 100 to the drive source 16 is stopped, and only the electric power of the user battery 102 is supplied to the drive source 16. Thus, the electric vehicle 10 can further suppress a low battery charge in the main battery 100.

[0201] Furthermore, when the power demand is below a predetermined value PD, the control unit (ECU 96) supplies power from the user battery 102 to the main battery 100 to charge the main battery 100. This allows the electric vehicle 10 to increase the remaining charge in the main battery 100 while the power demand is low.

[0202] Furthermore, the control unit (ECU 96) maintains a constant output value of the electric power outputted from the user battery 102. Thus, even when the electric vehicle 10 requires a large amount of electric power, the user battery 102 does not output excessive electric power, thereby enabling stable power supply from the user battery 102.

[0203] Furthermore, when the required power is below the output value, the control unit (ECU 96) supplies the difference in power, obtained by subtracting the required power from the output value, from the user battery 102 to the main battery 100. This allows the electric vehicle 10 to effectively charge the main battery 100 using the power of the user battery 102, which has a constant output value.

[0204] The control unit (ECU 96 ) also sets the output value according to the remaining battery charge of the main battery 100 . This allows the control unit to appropriately adjust the remaining battery charge of the main battery 100 and the remaining battery charge of the user battery 102 .

[0205] Furthermore, the control unit (ECU 96) stops the supply of electric power to the user battery 102 when the remaining battery charge of the user battery 102 falls below the stop threshold value Ts. This prevents the electric vehicle 10 from becoming unable to use the user battery 102 when the remaining battery charge of the user battery 102 reaches zero and the electronic device 36 becomes unusable.

[0206] In addition, the stop threshold value Ts can be set by the user, thereby allowing the electric power of the user battery 102 to be used for the electric vehicle 10 until the remaining battery power reaches the level desired by the user.

[0207] Furthermore, when the remaining battery charge of the user battery 102 falls below a charging threshold (user battery charging threshold Tu), the control unit (ECU 96) supplies the power of the main battery 100 to the user battery 102 to charge the user battery 102. Thus, when the remaining battery charge of the user battery 102 is low, the power of the main battery 100 can be borrowed from the user battery 102.

[0208] The control unit (ECU 96) also includes an authentication unit 150. The authentication unit 150 obtains battery identification information from the user battery 102 installed on the vehicle body 14 and authenticates the user using the electric vehicle 10 by determining whether the obtained battery identification information matches pre-registered identification information. This allows the electric vehicle 10 to easily determine whether the user is a legitimate user upon installation of the user battery 102.

[0209] The vehicle body 14 also includes a vehicle locking mechanism 72 that can switch between a locked state and an unlocked state. The control unit (ECU 96) switches the vehicle to the unlocked state when the user is authenticated by the authentication unit 150 in the locked state, and maintains the locked state when the user is not authenticated by the authentication unit 150. Thus, the electric vehicle 10 can be used when the user is authenticated, but cannot be used when the user is not authenticated.

[0210] Furthermore, the control unit (ECU 96) controls the following: when the user is authenticated by the authentication unit 150, the power of the main battery 100 and the power of the user battery 102 can be supplied to the drive source 16; when the user is not authenticated by the authentication unit 150, the power of the main battery 100 and the power of the user battery 102 cannot be supplied to the drive source 16. Thus, the electric vehicle 10 does not drive the drive source 16 when the user is not authenticated, thereby further suppressing illegal use.

[0211] Furthermore, the electric vehicle 10 includes a retaining mechanism 122. When the user is authenticated by the authentication unit 150, the retaining mechanism 122 prevents the user battery 102, which is mounted on the vehicle body 14, from being removed. This prevents the user battery 102 from being stolen while the electric vehicle 10 is in use, for example, even if the user leaves the electric vehicle 10.

[0212] The user battery 102 is any one of the battery 18 of the electronic device 36 carried by the user, the mobile battery 110, or the shared battery 32 rented by the user. This allows the user battery 102 carried by the user to be effectively used.

[0213] A second embodiment of the present invention is an electric vehicle 10 having a vehicle body 14 and a drive source 16. The drive source 16 outputs a driving force for moving the vehicle body 14. The electric vehicle 10 includes a main battery 100 and a control unit (ECU 96). The main battery 100 is mounted on the vehicle body 14. The control unit (ECU 96) simultaneously supplies the drive source 16 with both electric power from a user battery 102 provided by a user of the electric vehicle 10 and electric power from the main battery 100, thereby driving the drive source 16. Thus, the electric vehicle 10 also receives electric power from the user battery 102 to the drive source 16, thereby reducing the chance of a significant decrease in the remaining battery charge of the main battery 100.

[0214] A third embodiment of the present invention is a sharing system 12 in which multiple users share an electric vehicle 10. The electric vehicle 10 includes a vehicle body 14, a drive source 16, a main battery 100, and a control unit (ECU 96). The drive source 16 outputs the driving force for driving the vehicle body 14. The main battery 100 is installed on the vehicle body 14 by the operator of the sharing system 12. The control unit (ECU 96) supplies the main battery 100 with power from a user battery 102 provided by the user who rents the electric vehicle 10. Consequently, the sharing system 12 can significantly reduce the chances of the main battery 100 experiencing a significant decrease in remaining charge.

[0215] The user battery 102 is a battery for the electronic device 36 carried by the user, and the vehicle body 14 includes a holder (second holder 112) that detachably holds the electronic device 36. This allows the shared system 12 to effectively utilize the battery of the electronic device 36.

Claims

1. An electric vehicle having a vehicle body (14) and a driving source (16), wherein the driving source (16) outputs a driving force for causing the vehicle body to travel, characterized in that: It has a main body battery (100) and a control unit (96), wherein: The main battery (100) is mounted on the vehicle body; The control unit (96) supplies electric power from a user battery (102) provided by a user of the electric vehicle to the main battery. The control unit supplies electric power of the user battery to the driving source according to the state of the main battery and the state of the user battery. The control unit performs the following control: When the required electric power for the driving source is greater than a predetermined value, the electric power of the main battery and the electric power of the user battery are simultaneously supplied to the driving source. When the required electric power is greater than zero and equal to or less than the predetermined value, the supply of electric power from the main battery to the driving source is stopped, and only the electric power from the user battery is supplied to the driving source.

2. The electric vehicle according to claim 1, wherein: The vehicle body has a holder (112) that holds the user battery in a manner that allows the user battery to be detached. The holding rack includes a step-up DC / DC converter (128) for stepping up an input voltage input from the held user battery.

3. The electric vehicle according to claim 2, wherein: The control unit includes a data map (180) for associating an output voltage outputted from the boost DC / DC converter to the drive source with a plurality of input voltages of the user battery according to a boost amount. The control unit acquires an input voltage of the user battery when the user battery is held in the holder, and sets the boost amount of the acquired input voltage with reference to the data map.

4. The electric vehicle according to claim 1, wherein: When the required electric power is equal to or less than the predetermined value, the control unit supplies the electric power of the user battery to the main battery to charge the main battery.

5. The electric vehicle according to claim 1, wherein: The control unit maintains the electric power output from the user battery at a constant output value.

6. The electric vehicle according to claim 5, wherein: When the required electric power is equal to or less than the output value, the control unit supplies a difference in electric power obtained by subtracting the required electric power from the output value from the user battery to the main battery.

7. The electric vehicle according to claim 5, wherein: The control unit sets the output value according to the remaining battery power of the main body battery.

8. The electric vehicle according to claim 1, wherein: The control unit stops the supply of electric power to the user battery when the remaining battery level of the user battery is equal to or less than a stop threshold (Ts).

9. The electric vehicle according to claim 8, wherein: The stopping threshold can be set by the user.

10. The electric vehicle according to claim 1, wherein The control unit supplies electric power of the main battery to the user battery to charge the user battery when the remaining battery level of the user battery is lower than a charging threshold value (Tu).

11. The electric vehicle according to claim 1, wherein: The control unit includes an authentication unit (150) which acquires battery identification information from the user battery installed on the vehicle body and authenticates the user using the electric vehicle by determining whether the acquired battery identification information is consistent with pre-registered registration identification information.

12. The electric vehicle according to claim 11, wherein: The vehicle body has a vehicle locking mechanism (72) capable of switching between a locked state and an unlocked state. The control unit controls the state to shift to the unlocked state when the authentication unit authenticates the user in the locked state, and controls the state to continue in the locked state when the authentication unit does not authenticate the user.

13. The electric vehicle according to claim 11, wherein: The control unit performs the following control: when the user is authenticated by the authentication unit, the electric power of the main battery and the electric power of the user battery can be supplied to the driving source; when the user is not authenticated by the authentication unit, the electric power of the main battery and the electric power of the user battery cannot be supplied to the driving source.

14. The electric vehicle according to claim 11, wherein: The electric mobile body has an anti-detachment mechanism (122). When the user is authenticated by the authentication unit, the anti-detachment mechanism (122) sets the user battery mounted on the vehicle body in an undetachable state.

15. The electric vehicle according to any one of claims 1 to 14, wherein: The user battery is any one of a battery of an electronic device (36) carried by the user or a mobile battery, or a shared battery (32) rented by the user.

16. A sharing system (12), wherein a plurality of users share an electric vehicle (10), characterized in that: The electric mobile body comprises a body (14), a driving source (16), a main battery (100) and a control unit (96), wherein: The driving source (16) outputs a driving force for causing the vehicle body to travel; The main battery (100) is installed on the vehicle body by the operator of the sharing system; The control unit (96) supplies electric power from a user battery (102) provided by the user who rents the electric vehicle to the main battery. The control unit supplies electric power of the user battery to the driving source according to the state of the main battery and the state of the user battery. The control unit performs the following control: When the required electric power for the driving source is greater than a predetermined value, the electric power of the main battery and the electric power of the user battery are simultaneously supplied to the driving source. When the required electric power is greater than zero and equal to or less than the predetermined value, the supply of electric power from the main battery to the driving source is stopped, and only the electric power from the user battery is supplied to the driving source.

17. The sharing system according to claim 16, characterized in that: The user battery is a battery of an electronic device (36) carried by the user, The vehicle body has a holder (112) that holds the electronic device in a detachable manner.

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