Towed vehicle control device and towed vehicle battery charging rate adjustment system

Abstract

To make it possible to adjust a charging rate of a battery mounted on a towed vehicle when the vehicle arrives at a destination.SOLUTION: A towed vehicle control device 15 is mounted on a towed vehicle 10 towed by a towing vehicle 20, and adjusts assist power generated by a traveling motor 14 and regenerative power supplied from the traveling motor 14 to a battery 11 based on route information from a departure point to a destination so that a charging rate of the battery 11 at the time of arrival at the destination matches a preset target charging rate.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a towed vehicle and a system for regulating a charging rate of a towed vehicle battery. [Background technology]

[0002] For example, Patent Document 1 discloses a towed vehicle equipped with a power source. The towed vehicle disclosed in Patent Document 1 is towed by a self-propelled towing vehicle. The towed vehicle disclosed in Patent Document 1 can operate in an assist mode in which it assists the vehicle while connected to the vehicle, and an independent mode in which it operates while disconnected from the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-74676 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, if a towed vehicle is equipped with a battery, the power stored in the battery of the towed vehicle can be used by external devices. Therefore, for example, it is conceivable to transport the towed vehicle to an area experiencing a power shortage due to a disaster by a tow vehicle, and utilize the power of the battery of the towed vehicle in the disaster-stricken area. However, the towed vehicle disclosed in Patent Document 1 does not take into consideration the battery charge rate when it reaches its destination. Transporting the towed vehicle from a charging location to a disaster-stricken area requires traveling a long distance and time. Therefore, the battery charge rate may be low when the towed vehicle arrives in the disaster-stricken area. Furthermore, when the towed vehicle returns from the disaster-stricken area, the battery charge rate may be significantly different from the value suitable for storing the towed vehicle.

[0005] The present invention has been made in consideration of the above-mentioned problems, and has as its object to make it possible to adjust the charging rate of a battery mounted on a towed vehicle when the towed vehicle arrives at its destination. [Means for solving the problem]

[0006] The present invention employs the following configuration as a means for solving the above problems.

[0007] A first aspect of the present invention is a control device for a towed vehicle that is mounted on a towed vehicle that is towed by a towing vehicle, wherein the towed vehicle has a battery and a traction motor connected to the battery, and is configured to adjust the assist power generated by the traction motor and the regenerative power supplied from the traction motor to the battery based on route information from the departure point to the destination so that the charging rate of the battery upon arrival at the destination matches a predetermined target charging rate.

[0008] A second aspect of the present invention is a towed vehicle battery charging rate adjustment system that employs a configuration including a towed vehicle control device of the first aspect described above and an operation terminal that is capable of communicating with the towed vehicle control device and that can input instructions. [Effects of the Invention]

[0009] According to the present invention, the assist power that assists the towing vehicle and the regenerative power to the battery are adjusted based on route information from the departure point to the destination. That is, for example, if the route provides little regenerative power, the assist power is reduced and the regenerative power supplied to the battery is increased, so that the charging rate at the time of arrival at the destination matches the target charging rate. On the other hand, if the route provides much regenerative power, the assist power is increased and the regenerative power supplied to the battery is reduced, so that the charging rate at the time of arrival at the destination matches the target charging rate. In this way, according to the present invention, the charging rate of the battery installed in the towed vehicle at the time of arrival at the destination can be adjusted. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram including a towed vehicle equipped with a towed vehicle control device according to one embodiment of the present invention, a towing vehicle, and a smartphone capable of communicating with the towed vehicle control device. [Figure 2] 1 is a block diagram including a towed vehicle control device and a towing vehicle control device according to an embodiment of the present invention; [Figure 3] FIG. 2 is a diagram schematically illustrating route information. [Figure 4] 10 is a flowchart illustrating the operations of the navigation device, the smartphone, and the towed vehicle control device before departure. [Figure 5] 10 is a flowchart illustrating the operation of the navigation device and the towed vehicle control device after departure. [Figure 6] 5 is a flowchart illustrating the operation of the towed vehicle control device and the towing vehicle control device in the section determination process. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a towed vehicle control device and a towed vehicle battery charging rate adjustment system according to the present invention will be described below with reference to the drawings.

[0012] 1 is a schematic diagram including a towed vehicle 10 equipped with a towed vehicle control device 15 of this embodiment, a towing vehicle 20, and a smartphone 30 capable of communicating with the towed vehicle control device. The towed vehicle 10 is detachable from the towing vehicle 20, and can be towed by the towing vehicle 20 while connected to the towing vehicle 20. The towed vehicle 10 can also be stored while detached from the towing vehicle 20 or while connected to the towing vehicle 20.

[0013] As shown in FIG. 1, the towed vehicle 10 includes a battery 11, a battery management unit 12, an inverter 13, a traction motor 14, and a towed vehicle control unit 15. The battery 11 is a secondary battery that can be charged and discharged, such as a lithium-ion battery. The battery management unit 12 is connected to the battery 11 and manages the battery 11 under the control of the towed vehicle control unit 15, for example. For example, the battery management unit 12 detects the voltage and temperature of the battery 11 and calculates the state of charge (SOC) of the battery 11.

[0014] The inverter 13 is a power converter that converts power between the battery 11 and the traveling motor 14. The inverter 13 converts DC power output from the battery 11 into AC power and supplies it to the traveling motor 14. The inverter 13 also converts AC power output from the traveling motor 14 into DC power and supplies it to the battery 11. The inverter 13 may also have a step-up / step-down circuit that increases or decreases the voltage of the power.

[0015] The traveling motor 14 converts the AC power supplied from the inverter 13 into rotational power. This rotational power is transmitted to the wheels 16 of the towed vehicle 10. The transmission of rotational power from the traveling motor 14 to the wheels 16 acts as an assist power in the direction of travel of the towed vehicle 10. This assist power is a force that assists the movement of the towing vehicle 20. In other words, the transmission of rotational power from the traveling motor 14 to the wheels 16 reduces the load on the towing vehicle 20 when it is traveling.

[0016] Furthermore, the traveling motor 14 converts the rotational power transmitted from the wheels 16 into AC power (regenerative power). When the moving towed vehicle 10 decelerates, the rotational power is transmitted from the wheels 16 to the traveling motor 14, and regenerative power is generated in the traveling motor 14. The regenerative power is converted into DC power by the inverter 13 and supplied to the battery 11. In other words, the regenerative power charges the battery 11.

[0017] When assist power is generated by the traveling motor 14, the power of the battery 11 is consumed, and the charging rate of the battery 11 decreases. Furthermore, by increasing the assist power (increasing the assist power generated per unit time), the rate at which the charging rate of the battery 11 decreases increases. Furthermore, when regenerative power is generated by the traveling motor 14, the power stored in the battery 11 increases, and the charging rate of the battery 11 increases. Furthermore, by increasing the regenerative power (increasing the value of regenerative power generated per unit time), the rate at which the charging rate of the battery 11 increases increases.

[0018] In other words, when the towing vehicle 20 accelerates while towing the towed vehicle 10, or travels at a constant speed on flat ground or uphill, the towed vehicle 10 can adjust the discharge rate of the battery 11 by changing the force with which it assists the towing vehicle 20 (adjusting the power generation burden ratio between the towing vehicle 20 and the towed vehicle 10).

[0019] In addition, when the towing vehicle 20 decelerates while towing the towed vehicle 10 or travels at a constant speed downhill, the charging speed of the battery 11 can be adjusted by changing the braking force generated in the towed vehicle 10 (adjusting the braking force sharing ratio between the towing vehicle 20 and the towed vehicle 10).

[0020] The towed vehicle control device 15 is a control device (ECU: Electronic Control Unit) that is mounted on the towed vehicle 10 and controls the towed vehicle 10. The towed vehicle control device 15 performs control based on instructions and data input from outside. In this embodiment, the towed vehicle control device 15 adjusts the assist power generated by the traveling motor 14 and the regenerative power supplied from the traveling motor 14 to the battery 11 based on route information from the departure point to the destination so that the charging rate of the battery 11 upon arrival at the destination matches a preset target charging rate.

[0021] In this embodiment, the towed vehicle control device 15 is capable of communicating with a smartphone 30 (operation terminal) as shown in Fig. 1. The towed vehicle control device 15 adjusts the assist power generated by the traveling motor 14 and the regenerative power supplied from the traveling motor 14 to the battery 11 so that the charging rate of the battery 11 upon arrival at the destination matches the target charging rate set on the smartphone 30.

[0022] In this embodiment, the towed vehicle control device 15 adjusts the power generation share between the towing vehicle 20 and the towed vehicle 10 and the braking force share between the towing vehicle 20 and the towed vehicle 10 from the departure point to the destination so that the charging rate of the battery 11 upon arrival at the destination matches the target charging rate set on the smartphone 30. In this way, the towed vehicle control device 15 adjusts the assist power generated by the traveling motor 14 and the regenerative power supplied from the traveling motor 14 to the battery 11.

[0023] More specifically, based on route information from the departure point to the destination, the towed vehicle control device 15 calculates an assist coefficient indicating the proportion of power generation shared between the towing vehicle 20 and the towed vehicle 10 from the departure point to the destination, and a regenerative braking coefficient indicating the proportion of braking force shared between the towing vehicle 20 and the towed vehicle 10 from the departure point to the destination. During travel from the departure point to the destination, the towed vehicle control device 15 adjusts the assist power and regenerative power by controlling the inverter 13 according to the assist coefficient and regenerative braking coefficient.

[0024] FIG. 2 is a block diagram including the towed vehicle control device 15 and the towing vehicle control device 24. As shown in this diagram, in this embodiment, the towed vehicle control device 15 transmits the calculated assist coefficient and regenerative braking coefficient to the towing vehicle control device 24 (described later) of the towing vehicle 20. The towing vehicle control device 24 calculates the assist power and braking force required for the towed vehicle 10 based on the assist coefficient and regenerative braking coefficient, and transmits command values ​​indicating these to the towed vehicle control device 15. The towed vehicle control device 15 controls the inverter 13 based on the command value received from the towing vehicle control device 24. In other words, the towed vehicle control device 15 adjusts the assist power and regenerative power by indirectly controlling the inverter 13 in accordance with the assist coefficient and regenerative braking coefficient.

[0025] The towed vehicle control device 15 acquires route information from a navigation device 23 (described later) of the towing vehicle 20 or a smartphone 30. The towed vehicle control device 15 may also acquire route information by itself via the Internet or the like. Figure 3 is a diagram showing a schematic diagram of route information. This route information includes information on the distance from the departure point to the destination, altitude information of each position between the departure point and the destination, and the like.

[0026] The charging rate required upon arrival differs depending on whether the destination is a location where the power of the towed vehicle control device 15 is used (e.g., a disaster area or a campsite) or a location where the towed vehicle control device 15 is stored (e.g., a base or home). For example, if the destination is a location where the power of the towed vehicle control device 15 is used, the charging rate required upon arrival is, for example, 100%. On the other hand, if the destination is a location where the towed vehicle control device 15 is stored, the charging rate required upon arrival is, for example, 50%, to suitably suppress deterioration of the battery 11. For this reason, in this embodiment, the target charging rates can be set differently for the outbound journey, where the destination is a location where the power stored in the battery 11 of the towed vehicle 10 is used, and the return journey, where the destination is a location where the towed vehicle 10 is stored. The target charging rate set for the return journey is lower than the target charging rate set for the outbound journey.

[0027] In this embodiment, the route from the departure point to the destination is divided into multiple sections. A target charging rate is set for each section so that the charging rate of the battery 11 upon arrival at the destination will match the target charging rate set on the smartphone 30. When travel along one section is completed, the towed vehicle control device 15 compares the target charging rate set for that section with the actual charging rate and recalculates the assist coefficient and regenerative braking coefficient as necessary. In other words, the towed vehicle control device 15 readjusts at least one of the assist power and regenerative power for sections where travel is not yet complete, based on the amount of regenerative power for sections where travel is complete.

[0028] 2, the towed vehicle control device 15 acquires the current charging rate from the battery management device 12. The towed vehicle control device 15 calculates the assist coefficient and the regenerative braking coefficient based on the current charging rate acquired from the battery management device 12. The towed vehicle control device 15 may also acquire voltage information of the battery 11 from the battery management device 12 and calculate the current charging rate itself.

[0029] 1, the towing vehicle 20 is equipped with an internal combustion engine 21, a transmission 22, a navigation device 23, and a towing vehicle control device 24. The towing vehicle 20 is a self-propelled automobile, and is equipped with, for example, an accelerator pedal, a brake pedal, a steering wheel, etc., which are not shown.

[0030] The internal combustion engine 21 generates rotational power for propelling the towing vehicle 20 under the control of the towing vehicle control device 24. The towing vehicle 20 may be configured to include a traction motor instead of the internal combustion engine 21, or may be configured to include both the internal combustion engine 21 and a traction motor. The transmission 22 reduces the speed of the rotational power generated by the internal combustion engine 21 and transmits it to the wheels 25.

[0031] The navigation device 23 guides the driver of the towing vehicle 20 from the departure point to the destination. The navigation device 23 is an operation terminal into which the user can input instructions such as the departure point and destination. In this embodiment, the navigation device 23 acquires route information from the departure point to the destination and transmits the route information to the towed vehicle control device 15 via the towing vehicle control device 24. The navigation device 23 can also transmit current position information of the towing vehicle 20 and towed vehicle 10 to the towed vehicle control device 15 via the towing vehicle control device 24.

[0032] The towing vehicle control device 24 is a control device (ECU: Engine Control Unit) that is mounted on the towing vehicle 20 and controls the towing vehicle 20. For example, the towing vehicle control device 24 controls the internal combustion engine 21 based on commands input from the accelerator pedal or the brake pedal. In this embodiment, the towing vehicle control device 24 determines the assist power and braking force required for the towed vehicle 10 in accordance with the assist coefficient and regenerative braking coefficient input from the towed vehicle control device 15, and transmits command values ​​indicating these to the towed vehicle control device 15.

[0033] The smartphone 30 is a terminal carried by the user and is an operation terminal into which the user can input instructions. The smartphone 30 also has a display unit and is capable of displaying information input from the towed vehicle control device 15. Such a smartphone 30 is, for example, a terminal owned by the driver of the towing vehicle 20. However, instead of the smartphone 30, a tablet, a stationary computer device, a dedicated operation terminal, etc. may also be used.

[0034] In this embodiment, the smartphone 30 is capable of inputting a target charging rate. Note that inputting a target charging rate includes not only inputting a specific number but also inputting an intention not to set a target charging rate. When a target charging rate is input, the smartphone 30 acquires route information from, for example, the navigation device 23. Furthermore, when a target charging rate is not set and the destination is a return journey to home or the like, the smartphone 30 sets the target charging rate to 50%.

[0035] The smartphone 30 may acquire part of the route information by itself via the Internet. Alternatively, the destination and the departure point may be input to the smartphone 30. In such a case, the smartphone 30 does not need to acquire the route information from the navigation device 23.

[0036] Furthermore, in this embodiment, the smartphone 30 calculates, based on the route information, the charging rate of the battery 11 when the maximum regenerative power is generated during travel from the departure point to the destination. If the maximum charging rate obtained by the regenerative power is less than the target charging rate, the smartphone 30 prompts the user to charge the battery 11 using an external power source. In other words, based on the route information and the current charging rate of the battery 11, the smartphone 30 determines whether the charging rate of the battery 11 upon arrival at the destination can reach the target charging rate, and if it determines that the destination cannot be reached, it issues a notification indicating that the destination cannot be reached.

[0037] In this embodiment, the smartphone 30 divides the route from the departure point to the destination into multiple sections. There are no particular limitations on how the route is divided. For example, the smartphone 30 may divide the route at equal intervals (for example, every few tens of kilometers). The smartphone 30 may also obtain inflection points between the uphill and downhill sections and divide the route so that these inflection points become the boundaries between sections. Furthermore, the smartphone 30 in this embodiment generates a target charging rate for each section. The smartphone 30 transmits the target charging rate for each section to the towed vehicle control device 15.

[0038] In this embodiment, the battery management unit 12, inverter 13, towed vehicle control device 15, navigation device 23, towing vehicle control device 24, and smartphone 30 constitute a towed vehicle battery charging rate adjustment system 40 that adjusts the charging rate of the battery 11. In other words, in addition to the towed vehicle control device 15, the towed vehicle battery charging rate adjustment system 40 includes an operation terminal (navigation device 23 and smartphone 30) that can communicate with the towed vehicle control device 15 and that can input instructions.

[0039] Next, the operations of the navigation device 23, smartphone 30, towed vehicle control device 15, etc. will be described with reference to Figures 4 to 6. Figure 4 is a flowchart for explaining the operations of the navigation device 23, smartphone 30, and towed vehicle control device 15 before departure.

[0040] When the user inputs a target charging rate to, for example, the navigation device 23 (step S1), the target charging rate is set in the navigation device 23 (step S2). Furthermore, the smartphone 30 acquires the target charging rate from, for example, the navigation device 23 (step S3).

[0041] Next, the user inputs the destination into, for example, the navigation device 23 (step S4). This sets the destination in the navigation device 23 (step S5). The navigation device 23 acquires the destination (step S6), acquires the current location (step S7), and generates route information (step S8).

[0042] The smartphone 30 acquires the destination (step S9) and determines whether the destination is the user's home (i.e., the return journey) (step S10). If the destination is the user's home, the smartphone 30 determines whether a specific number has been entered in step S1 (a target charging rate number has not been set) (step S11). If a specific number has not been entered, the smartphone 30 sets the target charging rate to 50% (step S12). Thereafter, the smartphone 30 acquires the user's current location (step S13). If the destination is not the user's home in step S10 or if a target charging rate number has been set in step S11, the smartphone 30 proceeds to step S13.

[0043] Next, based on the route information, the smartphone 30 calculates the charging rate that can be increased by the maximum regenerative power obtained by traveling from the departure point to the destination (step S14). The towed vehicle control device 15 also acquires the current charging rate of the battery 11 (step S15). The charging rate acquired in step S15 is transmitted to the smartphone 30 (step S16).

[0044] Next, the smartphone 30 compares the target charging rate acquired in step S3 with the sum of the charging rate calculated in step S14 and the current charging rate (step S17). If the sum of the charging rate calculated in step S14 and the current charging rate is less than the target charging rate acquired in step S3, the smartphone 30 prompts the user to charge (step S18). Thereafter, the smartphone 30 divides the route into multiple sections (step S19) and generates a target charging rate for each section (step S20). Note that if the sum of the charging rate calculated in step S14 and the current charging rate is equal to or greater than the target charging rate acquired in step S3, the smartphone 30 proceeds to step S19.

[0045] The target charging rate for each section generated by the smartphone 30 is transmitted from the smartphone 30 to the towed vehicle control device 15 (step S21). The towed vehicle control device 15 acquires the target charging rate for each section (step S22).

[0046] 4 are performed before the towing vehicle 20 and the towed vehicle 10 depart from the departure point. Upon completion of the steps shown in FIG. 4, the towing vehicle 20 and the towed vehicle 10 are ready to depart from the departure point.

[0047] Fig. 5 is a flowchart for explaining the operation of the navigation device 23 and towed vehicle control device 15 after departure. When the towing vehicle 20 and towed vehicle 10 depart from the departure point, the navigation device 23 acquires location information (step S31), as shown in Fig. 5. The location information acquired by the navigation device 23 is transmitted to the towed vehicle control device 15 (step S32).

[0048] The towed vehicle control device 15 determines whether the acquired location information matches the relay point location information (information indicating the end point of the section) (step S33). If the location information does not match the relay point location information in step S33, the towed vehicle control device 15 and the towing vehicle control device 24 perform a section determination process (step S34). This section determination process will be described later.

[0049] If the location information and relay point location information match in step S33, the towed vehicle control device 15 evaluates the energy balance (step S35). The evaluation of the energy balance here refers to an evaluation of the assist power and regenerative power for the traveled section. For example, the towed vehicle control device 15 compares the assist power and the regenerative power to determine which is greater, and stores the result or transmits it to the smartphone 30 or the like.

[0050] Next, the towed vehicle control device 15 determines whether the current location is the destination (step S36). If the current location is the destination, the process ends. On the other hand, if the current location is not the destination, the towed vehicle control device 15 determines whether the current charging rate is higher than the target charging rate for the traveled section (step S37).

[0051] If the current charging rate is higher than the target charging rate for the traveled section in step S37, the towed vehicle control device 15 adjusts the assist coefficient so that assist power for the next section is added (step S38). On the other hand, if the current charging rate is not higher than the target charging rate for the traveled section, the towed vehicle control device 15 recalculates the assist coefficient and regenerative braking coefficient for the next section (step S39). Once step S38 or step S39 is completed, the process returns to step S31.

[0052] 6 is a flowchart illustrating the operation of the towed vehicle control device 15 and the towing vehicle control device 24 in the section determination process (step S34). When the section determination process begins, the towed vehicle control device 15 transmits the assist coefficient and the regenerative braking coefficient (step S41). As a result, the towed vehicle control device 15 and the towing vehicle control device 24 share the assist coefficient and the regenerative braking coefficient (step S42).

[0053] Next, the towing vehicle control device 24 adjusts the assist power and regenerative power based on the assist coefficient and regenerative braking coefficient (step S43). For example, the towing vehicle control device 24 determines the acceleration force or braking force required for the towing vehicle 20 and the towed vehicle 10 based on the accelerator operation amount or brake operation amount. Furthermore, the towing vehicle control device 24 determines the rate of acceleration force or braking force required for the towed vehicle 10 based on the assist coefficient and regenerative braking coefficient, and adjusts the assist power and regenerative power accordingly.

[0054] Next, the towing vehicle control device 24 transmits a command value to the towed vehicle control device 15 based on the assist power and regenerative power adjusted in step S43 (step S44). As a result, the command value is shared between the towed vehicle control device 15 and the towing vehicle control device 24 (step S45).

[0055] The towed vehicle control device 15 acquires a command value (step S46) and acquires battery information (such as the charging rate of the battery 11) from the battery management device 12 (step S47). Furthermore, the towed vehicle control device 15 determines whether or not regenerative power can be generated based on the command value and the battery information (step S48). For example, the towed vehicle control device 15 determines that regenerative power can be generated when the command value includes an instruction to obtain regenerative power and the battery information indicates a state in which charging of the battery 11 is possible.

[0056] If regenerative power can be generated, the towed vehicle control device 15 controls the inverter 13 to obtain regenerative power (step S49). On the other hand, if regenerative power cannot be generated, the towed vehicle control device 15 determines whether assist power is necessary (step S50). If assist power is necessary, the towed vehicle control device 15 controls the inverter 13 to obtain assist power (step S51). On the other hand, if assist power is not necessary, the processing ends. As shown in FIG. 5, when the section determination processing ends, the processing returns to step S31 in FIG. 5.

[0057] 4 to 6 are merely examples. For example, part of the processing in the towed vehicle control device 15 described above may be performed by the towing vehicle control device 24. Also, part of the processing in the towing vehicle control device 24 described above may be performed by the towed vehicle control device 15. Also, part of the processing in the smartphone 30 described above may be performed by the navigation device 23. Also, part of the processing in the navigation device 23 described above may be performed by the smartphone 30.

[0058] The towed vehicle control device 15 of this embodiment as described above is mounted on the towed vehicle 10 towed by the towing vehicle 20. The towed vehicle 10 is equipped with a battery 11 and a traction motor 14 connected to the battery 11. The towed vehicle control device 15 adjusts the assist power generated by the traction motor 14 and the regenerative power supplied from the traction motor 14 to the battery 11 based on route information from the departure point to the destination so that the charge rate of the battery 11 upon arrival at the destination matches a preset target charge rate.

[0059] The towed vehicle control device 15 of this embodiment adjusts the assist power that assists the towing vehicle 20 and the regenerative power to the battery 11 based on route information from the departure point to the destination. That is, for example, if the route allows little regenerative power to be obtained, the assist power is reduced and the regenerative power supplied to the battery 11 is increased, so that the charging rate upon arrival at the destination matches the target charging rate. On the other hand, if the route allows much regenerative power to be obtained, the assist power is increased and the regenerative power supplied to the battery 11 is reduced, so that the charging rate upon arrival at the destination matches the target charging rate. In this way, the towed vehicle control device 15 of this embodiment can adjust the charging rate of the battery 11 installed in the towed vehicle 10 upon arrival at the destination.

[0060] In addition, the towed vehicle control device 15 of this embodiment can be set to have different target charging rates for the outbound journey, where the destination is a location where the electricity stored in the battery 11 of the towed vehicle 10 will be used, and the return journey, where the destination is a location where the towed vehicle 10 is stored.

[0061] The towed vehicle control device 15 of this embodiment makes it possible to adjust the charge rate of the battery 11 upon arrival depending on the destination. For example, if the destination is a disaster area or a campsite, the towed vehicle control device 15 of this embodiment can arrive with the battery 11 charged at 100%. Also, for example, if the destination is a base or a home, the towed vehicle control device 15 of this embodiment can arrive with the battery 11 charged at 50%, which is suitable for storage.

[0062] In addition, the target charging rate set for the return journey in the towed vehicle control device 15 of this embodiment is lower than the target charging rate set for the outbound journey. With this towed vehicle control device 15 of this embodiment, the towed vehicle 10 can be stored with a lower charging rate than on the outbound journey, thereby suppressing deterioration of the battery 11.

[0063] In this embodiment, the route from the departure point to the destination is divided into multiple sections. The towed vehicle control device 15 of this embodiment readjusts at least one of the assist power and the regenerative power for sections where movement is not complete, based on the amount of regenerative power for sections where movement is complete.

[0064] The towed vehicle control device 15 of this embodiment can adjust the assist power and regenerative power depending on the situation until the vehicle arrives at the destination. This makes it possible to more reliably ensure that the charging rate at the time of arrival at the destination matches the target charging rate.

[0065] The towed vehicle battery charging rate adjustment system 40 of this embodiment also includes a towed vehicle control device 15 and a smartphone 30. The smartphone 30 is capable of communicating with the towed vehicle control device 15 and inputting instructions thereto.

[0066] The towed vehicle battery charging rate adjustment system 40 of this embodiment is equipped with a towed vehicle control device 15. This allows the charging rate of the battery 11 installed in the towed vehicle 10 to be adjusted when the vehicle arrives at its destination. The towed vehicle battery charging rate adjustment system 40 also includes a smartphone 30. This allows instructions to be easily input to the towed vehicle control device 15.

[0067] In the towed vehicle battery charging rate adjustment system 40 of this embodiment, the smartphone 30 determines whether the charging rate of the battery 11 upon arrival at the destination can reach the target charging rate based on the route information and the current charging rate of the battery 11. If the smartphone 30 determines that the destination is unreachable, it issues a notification indicating that the destination is unreachable.

[0068] The towed vehicle battery charging rate adjustment system 40 of this embodiment can prompt the user to charge the battery 11 before departure if the charging rate is likely to be insufficient upon arrival at the destination. Therefore, the towed vehicle battery charging rate adjustment system 40 of this embodiment can more reliably ensure that the charging rate upon arrival at the destination matches the target charging rate.

[0069] While the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to the above-described embodiments. The shapes and combinations of the components shown in the above-described embodiments are merely examples, and various modifications can be made based on design requirements, etc., without departing from the spirit of the present invention.

[0070] For example, in the above embodiment, a configuration has been described in which two operation terminals, namely, the smartphone 30 and the navigation device 23, are used. However, the present invention is not limited to this, and it is also possible to adopt a configuration including only one of the smartphone 30 and the navigation device 23.

[0071] The above embodiment can also be described as follows, for example:

[0072] (Appendix 1) A towed vehicle control device mounted on a towed vehicle towed by a towing vehicle, The towed vehicle includes a battery and a traction motor connected to the battery, The assist power generated by the traveling motor and the regenerative power supplied from the traveling motor to the battery are adjusted based on route information from the departure point to the destination so that the charging rate of the battery at the time of arrival at the destination matches a preset target charging rate. A control device for a towed vehicle.

[0073] (Appendix 2) The towed vehicle control device according to claim 1, characterized in that the target charging rate can be set to be different for the outbound journey, in which the destination is a location where the power stored in the battery of the towed vehicle is used, and the return journey, in which the destination is a location where the towed vehicle is stored.

[0074] (Appendix 3) 3. The towed vehicle control device according to claim 2, wherein the target charging rate set for the return journey is lower than the target charging rate set for the outbound journey.

[0075] (Appendix 4) A route from the departure point to the destination is divided into a plurality of sections, Based on the amount of regenerative power in the section where movement has been completed, at least one of the assist power and the regenerative power in the section where movement has not been completed is readjusted. 4. The towed vehicle control device according to any one of claims 1 to 3.

[0076] (Appendix 5) A towed vehicle control device according to any one of appendices 1 to 4, an operation terminal capable of communicating with the towed vehicle control device and capable of inputting instructions; A towing vehicle battery charging rate adjustment system comprising:

[0077] (Appendix 6) The operation terminal determining whether the charging rate of the battery upon arrival at the destination can reach the target charging rate based on the route information and the current charging rate of the battery; If it is determined that the destination is unreachable, a notification indicating that the destination is unreachable is issued. 6. The towing vehicle battery charging rate adjustment system according to claim 5. [Explanation of symbols]

[0078] 10...Towed vehicle, 11...Battery, 12...Battery management device, 13...Inverter, 14...Traction motor, 15...Towed vehicle control device, 16...Wheels, 20...Towing vehicle, 21...Internal combustion engine, 22...Transmission, 23...Navigation device (operation terminal), 24...Towing vehicle control device, 25...Wheels, 30...Smartphone (operation terminal), 40...Towed vehicle battery charge rate adjustment system

Claims

1. A towed vehicle control device mounted on a towed vehicle towed by a towing vehicle, The towed vehicle includes a battery and a traction motor connected to the battery, The assist power generated by the traveling motor and the regenerative power supplied from the traveling motor to the battery are adjusted based on route information from the departure point to the destination so that the charging rate of the battery at the time of arrival at the destination matches a preset target charging rate. A control device for a towed vehicle.

2. 2. The towed vehicle control device according to claim 1, wherein the target charging rate can be set to be different for an outbound journey, in which the destination is a location where the power stored in the battery of the towed vehicle is used, and a return journey, in which the destination is a location where the towed vehicle is stored.

3. 3. The towed vehicle control device according to claim 2, wherein the target charging rate set for the return journey is lower than the target charging rate set for the outward journey.

4. A route from the departure point to the destination is divided into a plurality of sections, Based on the amount of regenerative power in the section where movement has been completed, at least one of the assist power and the regenerative power in the section where movement has not been completed is readjusted.

4. The towed vehicle control device according to claim 1, wherein the towed vehicle control device is a towed vehicle control device.

5. A towed vehicle control device according to any one of claims 1 to 3, an operation terminal capable of communicating with the towed vehicle control device and capable of inputting instructions; A towing vehicle battery charging rate adjustment system comprising:

6. The operation terminal determining whether the charging rate of the battery upon arrival at the destination can reach the target charging rate based on the route information and the current charging rate of the battery; If it is determined that the destination is unreachable, a notification indicating that the destination is unreachable is issued.

6. The system for regulating a towed vehicle battery charging rate according to claim 5.

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