JP2013183594A - Electric vehicle - Google Patents
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- JP2013183594A JP2013183594A JP2012047676A JP2012047676A JP2013183594A JP 2013183594 A JP2013183594 A JP 2013183594A JP 2012047676 A JP2012047676 A JP 2012047676A JP 2012047676 A JP2012047676 A JP 2012047676A JP 2013183594 A JP2013183594 A JP 2013183594A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
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Abstract
Description
この発明は、電気自動車のバッテリ充電に関する。 The present invention relates to battery charging of an electric vehicle.
従来の電気自動車用車載充電器６および電気自動車１の構成を図５に示す。車載充電器６は、車載充電器全体を制御する充電器管理部２１と、充電器管理部２１からの指令により、配電ライン１２から引き入れた交流(ＡＣ)電力を直流(ＤＣ)電力に変換し、電気自動車１のバッテリ４を充電する電力変換部(ＡＣ→ＤＣ)２３とから成る。また、電気自動車１は、電力を蓄えるバッテリ４と、バッテリ４の残存電力等を管理するバッテリ管理部３等から構成される。尚、車載充電器６と電気自動車１の構成は、バッテリ充電に関係しない機器については省略している。 The structure of the conventional vehicle-mounted charger 6 for electric vehicles and the electric vehicle 1 is shown in FIG. The in-vehicle charger 6 converts the alternating current (AC) power drawn from the distribution line 12 into direct current (DC) power according to a command from the charger management unit 21 that controls the entire in-vehicle charger and the charger management unit 21. And a power converter (AC → DC) 23 for charging the battery 4 of the electric vehicle 1. The electric vehicle 1 includes a battery 4 that stores electric power, a battery management unit 3 that manages the remaining electric power of the battery 4, and the like. In addition, the structure of the vehicle-mounted charger 6 and the electric vehicle 1 is abbreviate | omitting about the apparatus which is not related to battery charge.
従来の電気自動車用車載充電器６と電気自動車１との動作を図６に示す。電気自動車の運転者は、充電コンセント７で配電ライン１２と電気自動車６とを接続する。車載充電器６は、バッテリ４の残存電力、充電可能量を、バッテリ管理部３へ要求する。バッテリ管理部３はバッテリ４の残存電力、充電可能量を車載充電器６へ返信する。車載充電器６は、充電量を決め充電を開始する。充電中、バッテリ管理部３はバッテリ４の状態を監視する。車載充電器６は、充電量分充電すると、充電を終了する。運転者は、充電コンセント７を切り離す。 The operation of the conventional on-vehicle charger 6 for electric vehicles and the electric vehicle 1 is shown in FIG. The driver of the electric vehicle connects the distribution line 12 and the electric vehicle 6 with the charging outlet 7. The in-vehicle charger 6 requests the remaining power and the chargeable amount of the battery 4 from the battery management unit 3. The battery management unit 3 returns the remaining power of the battery 4 and the chargeable amount to the in-vehicle charger 6. The on-vehicle charger 6 determines the amount of charge and starts charging. During charging, the battery management unit 3 monitors the state of the battery 4. When the on-vehicle charger 6 is charged for the amount of charge, the charging ends. The driver disconnects the charging outlet 7.
電気自動車１のバッテリ４への充電は、自宅に帰宅後、夜間に実施することが多い。ここで、図２に示すように、高低差がある道の中間に自宅(＝充電場所)がある場合、明朝、自宅からＡ地点へ向かって坂道を下って行く電気自動車１は、坂道を下る走行中にモータの回生制動により電力を回収しバッテリ４へ充電することができる。同時に、運転者にとっては、エンジンブレーキが効きながら坂道を下って行くことができる。従って、車載充電器６は、モータ回生制動による回収電力を蓄えられだけの充電容量をバッテリ４に残しておかなければならない。もし、満充電してしまうと、バッテリ４への充電ができなくなるため坂道を下るときにモータ回生制動によるエンジンブレーキが効かないという危険がある。さらに、回収できる電力を捨ててしまうという課題もある。
逆に、坂道を下るときのモータ回生制動による電力回収を考慮して、バッテリ４への充電量を少なくすると、自宅からＢ地点へ向かって坂道を登る電気自動車１にとっては、頻繁に充電を行わなければならないという課題となり、場合によっては、Ｂ地点まで辿りつかないことも有り得る。
Charging the battery 4 of the electric vehicle 1 is often performed at night after returning home. Here, as shown in FIG. 2, when there is a home (= charging place) in the middle of a road with a difference in elevation, the electric vehicle 1 that goes down the slope from the home toward the point A tomorrow morning, Electric power can be recovered and charged to the battery 4 by regenerative braking of the motor during traveling down. At the same time, the driver can go down the hill while the engine brake is working. Therefore, the in-vehicle charger 6 must leave the battery 4 with a charge capacity sufficient to store the recovered power by the motor regenerative braking. If the battery 4 is fully charged, the battery 4 cannot be charged, and there is a danger that the engine brake by the motor regenerative braking is not effective when going down the slope. In addition, there is a problem of throwing away recoverable power.
Conversely, if the amount of charge to the battery 4 is reduced in consideration of power recovery by motor regenerative braking when going down the hill, the electric vehicle 1 that goes up the hill toward the B point from the home is charged frequently. It becomes a problem that must be reached, and in some cases, it may not be possible to reach point B.
そこで、特許文献１のように、充電器に天候情報、交通情報を取得させ、最適な電力購入を行うためのシステムが知られている。また、特許文献２のように、目的地へのルート情報を最適の消費電力量の算出のために利用することも知られている。しかし、上記いずれの先行技術においても、個々の運転者の運転の癖等に基づく燃費差による消費電力変動が発生してしまう恐れがあり、最適な充電が達成できないという問題があった。 Therefore, as in Patent Document 1, a system is known in which a charger is used to acquire weather information and traffic information, and optimal power purchase is performed. In addition, as disclosed in Patent Document 2, it is also known to use route information to a destination for calculating an optimum power consumption amount. However, in any of the above prior arts, there is a possibility that power consumption fluctuations due to fuel consumption differences based on driving habits or the like of individual drivers may occur, and optimal charging cannot be achieved.
上記の問題を鑑み、本発明では、個々の運転者の運転の癖に基づく燃費差による消費電力変動が発生してしまう恐れを回避し、より適切な充電を確保することを目的とする。 In view of the above problems, an object of the present invention is to avoid the possibility of fluctuations in power consumption due to differences in fuel consumption based on driving habits of individual drivers and to ensure more appropriate charging.
上記の問題を解決するため、本発明では、バッテリに電力を充電するための充電器を搭載する電気自動車において、前記充電器は、電気自動車の目的地までの走行ルートの距離、走行ルートの交通状況予想、走行ルートの天気予報、運転者別の燃費データ、についての各情報に基づいてバッテリの必要電力量を算出するようにした。
また、本発明の電気自動車では、前記充電器は、バッテリ電力量が前記必要電力量となるよう充電するようにしてもよい。
また、本発明の電気自動車では、前記充電器は、算出されたバッテリの必要電力量と、算出時点のバッテリの残存電力量との差を充電電力量としてバッテリに充電するようにしてもよい。
In order to solve the above problem, in the present invention, in an electric vehicle equipped with a charger for charging power to a battery, the charger is a distance of a travel route to a destination of the electric vehicle, a traffic of the travel route. The required power amount of the battery is calculated based on the information on the situation prediction, the weather forecast of the travel route, and the fuel consumption data for each driver.
In the electric vehicle of the present invention, the charger may be charged so that the battery power amount becomes the required power amount.
In the electric vehicle of the present invention, the charger may charge the battery using a difference between the calculated required power amount of the battery and the remaining power amount of the battery at the time of calculation as the charging power amount.
さらに、本発明の電気自動車では、バッテリに電力を充電するための充電器を搭載する電気自動車において、前記充電器は、電気自動車の目的地までの走行ルートの距離、走行ルートの交通状況予想、走行ルートの天気予報、運転者別の燃費データ、についての各情報に基づいてバッテリの必要電力量を算出し、前記充電器により算出された必要電力量が、算出時点におけるバッテリ残存電力量よりも小さい場合、算出時点におけるバッテリ残存電力量と算出された必要電力量の差の全て又は一部を売電するようにした。
また、本発明の電気自動車では、前記充電器は、運転者別の燃費データを予め記憶しているようにしても良い。
Furthermore, in the electric vehicle of the present invention, in the electric vehicle equipped with a charger for charging power to the battery, the charger is the distance of the travel route to the destination of the electric vehicle, the traffic situation prediction of the travel route, The required power amount of the battery is calculated based on the information about the weather forecast of the driving route and the fuel consumption data for each driver, and the required power amount calculated by the charger is larger than the remaining battery power amount at the time of calculation. If it is smaller, all or part of the difference between the remaining battery power at the time of calculation and the calculated required power is sold.
In the electric vehicle of the present invention, the charger may store fuel efficiency data for each driver in advance.
本発明によれば、車載充電器は、電気自動車の目的地、走行ルートの距離、走行ルートの交通渋滞予想情報、天気予報情報、運転者の燃費データを総合的に判断して、バッテリへの充電量を算出するので、坂道を下る場合には充電量を少なくするとか、夏の気温が高い時にはエアコンが使われるので充電量を多くするとか、雨の日はワイパーを動かすので充電量を多くする等の調節が可能となる。これにより、電力の無駄や、坂道を下る時にエンジンブレーキが効かなくなる、というような危険が低減できるという効果がある。さらに、坂道を下ってきた時のように、電気自動車のバッテリの充電量が多い場合には、電気自動車のバッテリから余剰電力を取り出し、配電ラインへ売電することができ、エネルギーを無駄にしないで済む効果もある。 According to the present invention, the in-vehicle charger comprehensively determines the destination of the electric vehicle, the distance of the travel route, the traffic congestion prediction information of the travel route, the weather forecast information, and the fuel consumption data of the driver, Since the amount of charge is calculated, if you go down the hill, reduce the amount of charge, increase the amount of charge because the air conditioner is used when the summer temperature is high, or move the wiper on rainy days so increase the amount of charge It is possible to make adjustments. As a result, there is an effect that it is possible to reduce the risk that electric power is wasted and engine braking is not effective when going down a slope. Furthermore, when the amount of charge of the battery of the electric vehicle is large, such as when going down a hill, surplus power can be taken out from the battery of the electric vehicle and sold to the distribution line, so that energy is not wasted. There is also an effect that can be completed.
図１は、本発明の第一の実施例の電気自動車１の構成である。尚、図１では、バッテリ充電に関係しない機器については省略している。
電気自動車１は、バッテリ４を充電する車載充電器６、電力を蓄えるバッテリ４、バッテリ４の残存電力等を管理するバッテリ管理部３、運転者に走行ルート等をナビゲーションするカーナビゲーションシステム５とからなる。
FIG. 1 shows a configuration of an electric vehicle 1 according to a first embodiment of the present invention. In FIG. 1, devices not related to battery charging are omitted.
The electric vehicle 1 includes an in-vehicle charger 6 that charges a battery 4, a battery 4 that stores electric power, a battery management unit 3 that manages remaining electric power of the battery 4, and a car navigation system 5 that navigates a driving route to a driver. Become.
車載充電器６は、車載充電器全体を制御する充電器管理部２１と、充電器管理部２１からの指令により、配電ライン１２から引き入れた交流(ＡＣ)電力を直流(ＤＣ)電力に変換し、電気自動車１のバッテリ４を充電する電力変換部(ＡＣ⇔ＤＣ)２２とからなる。
カーナビゲーションシステム５には、自宅の周辺情報（平地／坂道の下／坂道の途中／坂道の上、周辺道路の高低差、坂道の傾斜）を設定しておく。さらに、カーナビゲーションシステム５は、情報配信センタからネットワークを介して、交通渋滞予想情報（周辺の通行止め、渋滞等）、天気予報情報（天候、季節、気温、湿度等）を取得し、記憶しておくことができる。
The in-vehicle charger 6 converts the alternating current (AC) power drawn from the distribution line 12 into direct current (DC) power according to a command from the charger management unit 21 that controls the entire in-vehicle charger and the charger management unit 21. And an electric power converter (AC⇔DC) 22 for charging the battery 4 of the electric vehicle 1.
The car navigation system 5 is set with information on the surroundings of the home (flat ground / downhill / on the slope / uphill, height difference of surrounding road, slope of slope). Furthermore, the car navigation system 5 acquires traffic congestion prediction information (closed traffic, traffic congestion, etc.) and weather prediction information (weather, season, temperature, humidity, etc.) from the information distribution center via the network, and stores them. I can leave.
情報配信センタ８は、各地の周辺情報、交通渋滞予想情報、天気予報情報を収集、記憶し、カーナビゲーションシステム５からの要求に応じ、前記各情報をカーナビゲーションシステム５へ配信することができる。
車載充電器６は、バッテリ４の充電時に、カーナビゲーションシステム５から、前回充電からの走行距離を入手する。次に、車載充電器６は、バッテリ管理部３から、前回充電からの使用電力量を入手し、運転者毎の燃費データを記憶しておく。
図２は、本発明の車載充電器６を搭載した電気自動車１の運転者の自宅の場所を表すものであり、自宅が坂道の途中にある例である。
The information distribution center 8 collects and stores surrounding information, traffic congestion prediction information, and weather prediction information in each place, and can distribute the information to the car navigation system 5 in response to a request from the car navigation system 5.
The on-vehicle charger 6 obtains the travel distance from the previous charging from the car navigation system 5 when the battery 4 is charged. Next, the on-vehicle charger 6 obtains the amount of power used since the previous charging from the battery management unit 3 and stores fuel consumption data for each driver.
FIG. 2 shows the location of the driver's home of the electric vehicle 1 equipped with the on-vehicle charger 6 of the present invention, and is an example in which the home is in the middle of a slope.
図３に、本発明の第１の実施例のバッテリ充電時の電気自動車内の各機器の動作を示す。電気自動車１の運転者は、自宅に帰宅後、明朝の運転者と、明朝の目的地とをカーナビゲーションシステム５にセットする。カーナビゲーションシステム５は、明朝の目的地までの走行ルートを探索し、決定する。さらに、カーナビゲーションシステム５は、明朝の走行ルートの交通渋滞予想情報、天気予報情報を情報配信センタ８から取得する。
次に、電気自動車１の運転者は、電気自動車１のバッテリ４を充電するために、充電コンセント７で配電ライン１２と電気自動車の車載充電器２１とを接続する。充電器管理部２１は、バッテリ４の残存電力量、充電可能量を、バッテリ管理部３から取得する。さらに、充電器管理部２１は、明朝の電気自動車１の目的地、走行ルート、走行ルートの交通渋滞予想情報、天気予報情報、明朝の運転者の燃費データを、カーナビゲーションシステム５から取得する。
FIG. 3 shows the operation of each device in the electric vehicle during battery charging according to the first embodiment of the present invention. After returning home, the driver of the electric vehicle 1 sets the driver in the morning and the destination in the morning to the car navigation system 5. The car navigation system 5 searches for and determines a travel route to the destination in the morning. Further, the car navigation system 5 acquires traffic congestion prediction information and weather prediction information of the driving route for tomorrow from the information distribution center 8.
Next, in order to charge the battery 4 of the electric vehicle 1, the driver of the electric vehicle 1 connects the power distribution line 12 and the in-vehicle charger 21 of the electric vehicle through the charging outlet 7. The charger management unit 21 acquires the remaining power amount and chargeable amount of the battery 4 from the battery management unit 3. Further, the charger management unit 21 obtains the destination of the morning car 1, the travel route, traffic congestion prediction information of the travel route, weather forecast information, and fuel consumption data of the driver in the morning from the car navigation system 5. To do.
充電器管理部２１は、明朝の電気自動車１の目的地、走行ルート、走行ルートの交通渋滞予想情報、天気予報情報、運転者の燃費データを総合的に判断して、バッテリ４の必要電力量を算出する。充電器管理部２１は、算出された必要電力量と、算出時点におけるバッテリ４の残存電力量との差分を充電電力として電力変換部(ＡＣ⇔ＤＣ)２２へ指令する。電力変換部(ＡＣ⇔ＤＣ)２２は、指令された充電電力を、バッテリ４に充電開始する。充電中、バッテリ管理部３はバッテリ４の状態を監視する。電力変換部(ＡＣ⇔ＤＣ)２２は、充電電力の充電を完了すると、充電を終了する。運転者は、出かける時に充電コンセント７を切り離す。上記のバッテリ４の必要電力量の算出にあたっては、例えば、坂道を下る場合には少なくする、夏の気温が高い時にはエアコンが使われるので多くする、雨の日はワイパーを動かすので多くする、等々の調節が行われる。 The charger management unit 21 comprehensively determines the destination of the electric vehicle 1 in the morning, the travel route, traffic congestion prediction information of the travel route, weather forecast information, and fuel consumption data of the driver, and the required power of the battery 4 Calculate the amount. The charger management unit 21 instructs the power conversion unit (AC⇔DC) 22 as charging power by using the difference between the calculated required power amount and the remaining power amount of the battery 4 at the time of calculation. The power conversion unit (AC⇔DC) 22 starts charging the commanded charging power to the battery 4. During charging, the battery management unit 3 monitors the state of the battery 4. The power conversion unit (AC⇔DC) 22 ends the charging when the charging of the charging power is completed. The driver disconnects the charging outlet 7 when going out. When calculating the amount of power required for the battery 4, for example, it is reduced when going down a hill, it is increased because an air conditioner is used when the summer temperature is high, and it is increased because a wiper is moved on a rainy day, etc. Adjustments are made.
図４に、本発明の第２の実施例のバッテリ充電時の電気自動車内の各機器の動作を示す。電気自動車１の運転者は、自宅に帰宅後、明朝の運転者と、明朝の目的地とをカーナビゲーションシステム５にセットする。カーナビゲーションシステム５は、明朝の目的地までの走行ルートを探索し、決定する。さらに、カーナビゲーションシステム５は、明朝の走行ルートの交通渋滞予想情報、天気予報情報を情報配信センタ８から取得する。
次に、電気自動車１の運転者は、電気自動車１のバッテリ４を充電するために、充電コンセント７で配電ライン１２と電気自動車の車載充電器２１とを接続する。充電器管理部２１は、バッテリ４の残存電力量、充電可能量を、バッテリ管理部３から、取得する。さらに、充電器管理部２１は、明朝の電気自動車１の目的地、走行ルート、走行ルートの交通渋滞予想情報、天気予報情報、明朝の運転者の燃費データを、カーナビゲーションシステム５から取得する。
FIG. 4 shows the operation of each device in the electric vehicle when the battery is charged in the second embodiment of the present invention. After returning home, the driver of the electric vehicle 1 sets the driver in the morning and the destination in the morning to the car navigation system 5. The car navigation system 5 searches for and determines a travel route to the destination in the morning. Further, the car navigation system 5 acquires traffic congestion prediction information and weather prediction information of the driving route for tomorrow from the information distribution center 8.
Next, in order to charge the battery 4 of the electric vehicle 1, the driver of the electric vehicle 1 connects the power distribution line 12 and the in-vehicle charger 21 of the electric vehicle through the charging outlet 7. The charger management unit 21 acquires the remaining power amount and chargeable amount of the battery 4 from the battery management unit 3. Further, the charger management unit 21 obtains the destination of the morning car 1, the travel route, traffic congestion prediction information of the travel route, weather forecast information, and fuel consumption data of the driver in the morning from the car navigation system 5. To do.
充電器管理部２１は、明朝の電気自動車１の目的地、走行ルート、走行ルートの交通渋滞予想情報、天気予報情報、運転者の燃費データを総合的に判断して、バッテリ４の必要電力量を算出する。ここで、電気自動車１が、図２のＢ地点から自宅へ走行して帰宅し、明朝の目的地がＡ地点である場合の動作を以下に示す。電気自動車１は、Ｂ地点から自宅への走行時にバッテリ４へ電力が充電されている。 The charger management unit 21 comprehensively determines the destination of the electric vehicle 1 in the morning, the travel route, traffic congestion prediction information of the travel route, weather forecast information, and fuel consumption data of the driver, and the required power of the battery 4 Calculate the amount. Here, the operation in the case where the electric vehicle 1 travels from the point B in FIG. 2 to the home and returns home and the destination in the morning is the point A will be described below. The electric vehicle 1 is charged with electric power to the battery 4 when traveling from the point B to the home.
ここでは、自宅からＢ地点へは下り坂であり電力を消費しないため、バッテリ４の必要電力量がバッテリ残存電力量よりも小さくなる可能性がある。この場合、自宅ではバッテリ４への充電では無く、バッテリ４から配電ライン１２への売電を行う。充電器管理部２１は、バッテリ４の残存電力量と算出した必要電力量との差分電力を売電量として電力変換部(ＡＣ⇔ＤＣ)２２へ指令する。このとき、売電量として、バッテリ４の残存電力量と必要電力量との差分電力の全てとするか、一部とするか、は任意に決定することが出来る。電力変換部(ＡＣ⇔ＤＣ)２２は、指令された売電量分の電力を、バッテリ４から配電ライン１２へ移動する。売電中、バッテリ管理部３はバッテリ４の状態を監視する。電力変換部(ＡＣ⇔ＤＣ)２２は、所定の電量分を配電ラインに移動すると、売電を終了する。 Here, since it is a downhill from home to the point B and does not consume power, the required power amount of the battery 4 may be smaller than the remaining battery power amount. In this case, power is sold from the battery 4 to the power distribution line 12 instead of charging the battery 4 at home. The charger management unit 21 instructs the power conversion unit (AC⇔DC) 22 as a power sale amount using the difference power between the remaining power amount of the battery 4 and the calculated necessary power amount. At this time, it is possible to arbitrarily determine whether the power sale amount is all or part of the difference power between the remaining power amount of the battery 4 and the required power amount. The power conversion unit (AC⇔DC) 22 moves the power for the commanded power sale amount from the battery 4 to the power distribution line 12. During power sale, the battery management unit 3 monitors the state of the battery 4. When the power conversion unit (AC⇔DC) 22 moves a predetermined amount of electricity to the distribution line, the power conversion unit (AC⇔DC) 22 ends the power sale.
１…電気自動車、３…バッテリ管理部、４…バッテリ、５…カーナビゲーションシステム、６…車載充電器、７…充電コンセント、８…情報配信センタ、１２…配電ライン、２１…充電器管理部、２２、２３…電力変換部 DESCRIPTION OF SYMBOLS 1 ... Electric vehicle, 3 ... Battery management part, 4 ... Battery, 5 ... Car navigation system, 6 ... In-vehicle charger, 7 ... Charging outlet, 8 ... Information distribution center, 12 ... Distribution line, 21 ... Charger management part, 22, 23 ... Power converter
Claims (5)
前記充電器は、電気自動車の目的地までの走行ルートの距離、走行ルートの交通状況予想、走行ルートの天気予報、運転者別の燃費データ、についての各情報に基づいてバッテリの必要電力量を算出することを特徴とする電気自動車。 In an electric vehicle equipped with a charger for charging power to a battery,
The charger determines the required amount of battery power based on information about the distance of the travel route to the destination of the electric vehicle, the traffic condition prediction of the travel route, the weather forecast of the travel route, and the fuel consumption data for each driver. An electric vehicle characterized by calculating.
前記充電器は、バッテリ電力量が前記必要電力量となるよう充電することを特徴とする電気自動車。 The electric vehicle according to claim 1,
The battery charger is charged so that a battery power amount becomes the required power amount.
前記充電器は、算出されたバッテリの必要電力量と、算出時点のバッテリの残存電力量との差を充電電力量としてバッテリに充電することを特徴とする電気自動車。 The electric vehicle according to claim 2,
The charger is configured to charge the battery by using a difference between the calculated required power amount of the battery and the remaining power amount of the battery at the time of calculation as a charging power amount.
前記充電器は、電気自動車の目的地までの走行ルートの距離、走行ルートの交通状況予想、走行ルートの天気予報、運転者別の燃費データ、についての各情報に基づいてバッテリの必要電力量を算出し、
前記充電器により算出された必要電力量が、算出時点におけるバッテリ残存電力量よりも小さい場合、算出時点におけるバッテリ残存電力量と算出された必要電力量の差の全て又は一部を売電することを特徴とする電気自動車。 In an electric vehicle equipped with a charger for charging power to a battery,
The charger determines the required amount of battery power based on information about the distance of the travel route to the destination of the electric vehicle, the traffic condition prediction of the travel route, the weather forecast of the travel route, and the fuel consumption data for each driver. Calculate
When the required power amount calculated by the charger is smaller than the remaining battery power at the time of calculation, sell all or a part of the difference between the remaining battery power at the time of calculation and the calculated required power Electric car characterized by.
前記充電器は、運転者別の燃費データを予め記憶していることを特徴とする電気自動車。 The electric vehicle according to claim 1,
The battery charger stores fuel consumption data for each driver in advance.
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