JP4083135B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle using a motor device using a battery as a power source as drive means or drive assist means.

2. Description of the Related Art Conventionally, for an electric vehicle using a motor device that uses a battery as a power source as a driving means or driving auxiliary means, such as an electric hybrid bicycle or an electric vehicle, a technique for accurately detecting the travelable distance and the remaining battery level Have been disclosed and proposed (see, for example, Patent Documents 1 to 6).
Japanese Patent Laid-Open No. 7-140216 Japanese Patent No. 3177806 JP-A-6-189402 Japanese Patent No. 3193486 JP-A-10-304502 Japanese Patent No. 3264123

  Certainly, in the case of an electric vehicle adopting the above-described conventional technology, prior to the start of the travel, the user is informed of the accurate travelable distance and the remaining battery level, and if necessary, it is urged to charge the battery. Therefore, it is possible to avoid running out of the battery in the middle of the road.

  However, all of the above prior arts are only for the purpose of improving the detection accuracy of the travelable distance and the remaining battery level and appropriately reporting the same, and it is determined that the user's destination is out of the travelable range. Even in the case where the battery is charged, only a notification that the battery needs to be charged has been made. Therefore, in spite of the above notification, if the user does not fully charge the battery, the battery eventually runs out.

  In particular, in the conventional electric hybrid bicycle, the assist ratio (the ratio of the auxiliary driving force to the human power) is set to a fixed value (usually 1.0) regardless of the remaining amount of the battery. When the required terrain (uphill or the like) exists, the battery may be used up only in the first half of the stroke, and there is a problem that the electric assist function is not sufficiently exhibited.

  In view of the above-described problems, the present invention provides an electric vehicle that can effectively use the remaining battery level and avoid running out of the battery on the way even when the remaining battery level is insufficient. With the goal.

  In order to achieve the above object, an electric vehicle according to the present invention includes a travel distance detecting means for detecting a travel distance in an electric vehicle using a motor device using a battery as a power source as a drive means or a drive assist means; A battery monitoring unit for monitoring the charge / discharge amount of the battery in the battery; a battery remaining amount detection unit for detecting the remaining battery level; a memory unit for storing information; Mode instruction means for instructing; when the first travel mode is instructed among the travel modes, the memory means is controlled so as to sequentially store the charge / discharge amount of the battery for each predetermined travel section. When the second driving mode is instructed, the battery usage plan is drawn up based on the remaining amount of the battery and the stored contents of the memory means; It has a configuration comprising a; and a control unit controls the driving of the motor apparatus according to the plan.

  In the electric vehicle having the above-described configuration, the control means can store the remaining battery in each travel section in accordance with the charge / discharge amount of the battery stored for each predetermined travel section when planning the use of the battery. It is preferable that the allowable discharge amount of each travel section is determined by proportionally distributing the amount.

  Alternatively, the control means classifies the battery charge / discharge amount stored for each predetermined travel section into a plurality of load categories by comparing with at least one threshold value when planning the use of the battery, A configuration may be adopted in which the allowable discharge amount of each traveling section is determined so that the allowable discharge amount increases in the traveling sections classified into the sections.

  In the electric vehicle having the above-described configuration, the control means controls the memory means so as to store a travel history that indicates an excess or deficiency of the remaining amount of the battery with respect to the use plan upon completion of the second travel mode. On the other hand, it is preferable that the plan is corrected based on the travel history when the battery usage plan is formulated.

  The electric vehicle having the above-described configuration includes battery temperature detection means for detecting the temperature of the battery, and the control means determines the plan based on the temperature of the battery when planning the use of the battery. It is preferable to make a configuration for correction.

  In the electric vehicle configured as described above, the motor device may be auxiliary driving means, and the control means may be configured to control a ratio of auxiliary driving force to main driving force in accordance with a battery usage plan.

  In the case of an electric vehicle having the above-described configuration, even when the remaining battery level is insufficient, the remaining battery level can be used effectively to avoid running out of the battery on the way.

  Below, the case where the present invention is applied to an electric hybrid bicycle will be described as an example.

  FIG. 1 is an overall view showing an embodiment of an electric hybrid bicycle according to the present invention. As shown in the figure, the electric hybrid bicycle 1 according to the present embodiment is configured such that a front wheel 3, a rear wheel 4, a handle 5 and a saddle 6 are attached to a frame 2 so that the front wheel 3 is steered by the handle 5. It is configured.

  Further, a battery 17 serving as a power source for the electric drive unit 10 described later is detachably attached to the saddle support portion of the frame 2. In this embodiment, a battery 17 that can generate a power supply voltage of approximately 24 volts is used. In addition, the installation position of the battery 17 is not limited to this, You may provide in another location (under the cage | basket | car 16, etc.).

  The human power drive unit 7 includes a pedal 8 and a chain 9, and when the user steps on the pedal 8, the rear wheel 4 is rotated via the chain 9. In the present embodiment, the case where the chain 9 is used as a member for transmitting human power to the rear wheel 4 has been described as an example. However, the configuration of the present invention is not limited to this, and a belt instead of the chain 9 is used. Alternatively, a rotating shaft or the like may be used.

  The electric drive unit 10 provided in the hub (rotary shaft) of the front wheel 3 includes a hub motor device, and drives the hub motor device when the electric drive is necessary, so that the rear wheel 4 and the human power drive unit 10 are driven. Rotate. Since the front wheel 3 is independent of the chain 9 and a transmission (not shown), the maintainability can be improved by providing the electric drive unit 10 on the hub of the front wheel 3. However, the installation position of the electric drive unit 10 is not limited to this, and may be provided on the hub of the rear wheel 4.

  Brake levers 11 are respectively attached to the left and right ends of the steering wheel 5 that is a steering means for the front wheels 3. The brake levers 11 are respectively connected to the brake devices 12 and 13 of the front wheels 3 and the rear wheels 4 and wires 14 and 15. It is connected. A car 16 is provided in front of the handle 5. A brake switch (not shown) is provided in the middle of the wires 14 and 15, and when the brake lever 11 is operated, energization to the electric drive unit 10 is stopped and power regeneration to the battery 17 is started. It is a mechanism.

  Next, the electric signal system of the electric hybrid bicycle 1 having the above configuration will be described in detail. FIG. 2 is a block diagram showing an electric signal system of the electric hybrid bicycle 1. As shown in the figure, the electric hybrid bicycle 1 of the present embodiment includes a motor device 21 as auxiliary drive means and a distance meter 22 (or vehicle speed) that detects a travel distance (or vehicle speed) based on the rotation of the motor device 21. A vehicle speed meter), an ammeter 23 for detecting the charge / discharge current of the battery 17, a voltmeter 24 for detecting a voltage across the terminals of the battery 17, and a memory 25 for storing information in a nonvolatile manner (flash memory or EEPROM [Electrically Erasable] Programmable Read-Only Memory], etc., a mode instruction unit 26 (including an operation unit that accepts user operations) that selectively indicates one of a plurality of driving modes, and a mode display that displays the selected driving mode Control unit 27 (including a display unit for displaying other information) and control for performing assist control in each driving mode in addition to overall control of the operation of each unit. 28 (such as CPU [Central Processing Unit]), comprising a. The ammeter 23 and the voltmeter 24 function as battery monitoring means for monitoring the charge / discharge amount of the battery 17 during traveling, and are configured on the main control circuit together with the memory 25 and the control unit 28. ing. On the other hand, the mode instruction unit 26 and the mode display unit 27 are configured on an operation unit circuit. The battery 17 includes a thermometer 17a that detects the temperature and a fuel gauge 17b that detects the remaining amount.

  Next, the assist control in each travel mode by the control unit 28 will be described in detail. FIG. 3 is a flowchart showing an example of assist control in each travel mode.

  As shown in the figure, when the electric hybrid bicycle 1 of the present embodiment is turned on, first, in step S0, it is determined which travel mode has been selected by the user. Here, if it is determined that the “travel pattern storage mode (first travel mode)” is selected, the flow proceeds to step S1-1, and the “assist planned travel mode (second travel mode)” is set. If it is determined that it has been selected, the flow proceeds to step S2-1. On the other hand, if it is determined that the “normal travel mode (third travel mode)” has been selected, the flow proceeds to step S 3-1.

  First, the case where “travel pattern storage mode” is selected in step S0 and the flow proceeds to step S1-1 will be described.

  In this case, the control unit 28 sets the assist ratio (ratio of auxiliary driving force to human power) to the normal value (1.0) prior to the start of running of the electric hybrid bicycle 1 (step S1-2). Thereafter, when the traveling of the electric hybrid bicycle 1 is started, the control unit 28 sets the charge / discharge amount of the battery 17 for each predetermined traveling section in order to generate traveling pattern data (battery consumption pattern data) to the destination. The memory 25 is controlled so as to store sequentially (step S1-3). When the running of the electric hybrid bicycle 1 is finished and the power is turned off, a series of “running pattern storage modes” is finished.

  FIG. 4 is a diagram showing an example of travel pattern data. In addition, this figure (a) has shown the transition (undulation) of the process height with respect to the transition of distance, and this figure (b) shows the transition of charging / discharging current (or charging / discharging power) of the battery 17 with respect to the transition of distance. Transition). Moreover, this figure (c) has shown typically the driving | running | working pattern data memorize | stored in the memory 25. FIG.

  As shown in the figure, in the traveling section including the uphill, the motor auxiliary torque increases as the depression torque of the pedal 8 increases, so that the integrated value of the discharge current increases, and conversely, the traveling including the flat road. In the section, since the motor auxiliary torque is reduced in accordance with the decrease in the depression torque of the pedal 8, the integrated value of the discharge current is reduced. The electric hybrid bicycle 1 according to the present embodiment has a function of generating power with the motor device 21 and charging the battery 17 (so-called regenerative charging) in conjunction with a brake lever operation when decelerating or stopping on a downhill. Therefore, the integrated value of the discharge current becomes a negative value (that is, the charged state of the battery 17) while traveling downhill. In this embodiment, the integrated value of the discharge current described above is sequentially stored in the memory 25 in units of ampere hours [Ah] (discharge current value per unit time).

  By providing such a “travel pattern storage mode”, the user can store travel pattern data for travel that travels frequently (for example, travel to a station that travels when commuting or travel to a store that travels when shopping). 25 can be stored. Note that the electric hybrid bicycle 1 of the present embodiment is configured to be able to store travel pattern data for a plurality of routes as long as the capacity of the memory 25 permits.

  Next, the case where “assist planned travel mode” is selected in step S0 and the flow proceeds to step S2-1 will be described.

  In this case, the control unit 28 reads the running pattern data obtained in the “running pattern storage mode” from the memory 25 prior to the start of running of the electric hybrid bicycle 1, and the remaining battery 17 based on the output of the fuel gauge 17 b. The amount is detected, and an assist plan (battery usage plan) is made based on the remaining battery level and the running pattern data (steps S2-2 to S2-4).

  FIG. 5 is a diagram showing an example of assist plan data. In addition, this figure (a) has shown typically the driving | running | working pattern data read from the memory 25. FIG. FIGS. 7B and 7C schematically show assist plan data prepared by the first and second methods described later.

  First, the assistance plan planning by the first method will be described in detail. When making an assist plan according to this method, the control unit 28 proportionally distributes the remaining amount of the battery 17 to each traveling section according to the discharge amount (integrated value of the discharge current) of the battery 17 stored for each predetermined traveling section. Thus, the allowable discharge amount for each travel section is determined, and the assist ratio corresponding to the allowable discharge amount is calculated. Note that the assist ratio is set to 0 for negative discharge (that is, charging).

  For example, when the remaining amount of the battery 17 is only 12 [Ah] with respect to the travel path recognized from the travel pattern data in the memory 25 as the total discharge amount required to reach the destination being 15 [Ah]. For the travel section in which the integrated value of the charge / discharge current was 0.8 [Ah], the allowable ratio was 0.64 (= 0.8 × 12/15) [Ah] and the assist ratio ( For example, 0.7) is calculated (see FIG. 5B). Similarly, for the travel section in which the integrated value of the charge / discharge current is i [Ah], the assist ratio is calculated with the allowable discharge amount being (i × 12/15) [Ah].

  If the assist plan data is prepared by such a method and the drive control of the motor device 21 is controlled according to the plan, the process is performed even when there is a terrain (such as an uphill) that requires the most assistance in the second half of the process. The battery 17 is not exhausted in the first half alone.

  Next, the assist plan planning by the second method will be described in detail. At the time of assist planning based on this method, the control unit 28 classifies the discharge amount of the battery 17 (integrated value of discharge current) with at least one threshold value to classify into a plurality of load categories, and classifies into the high load category. After determining the permissible discharge amount of each travel section so that the permissible discharge amount becomes larger in the travel section, an assist ratio corresponding to the permissible discharge amount is calculated.

  More specifically, the control unit 28 according to the present embodiment sets the discharge amount or a predetermined amount of the high load travel section in which the discharge amount (integrated value of the discharge current) of the battery 17 is equal to or greater than a predetermined threshold. As a permissible discharge amount of the battery 17, the assist ratio corresponding to the permissible discharge amount is calculated. On the other hand, for a low load travel section in which the discharge amount of the battery 17 is less than a predetermined threshold, In accordance with the discharge amount of the battery 17 stored for each travel section, the permissible discharge of each travel section is proportionally distributed to each travel section with the remaining amount of the battery 17 obtained by subtracting the allocated portion of the high load travel section. The amount is determined, and an assist ratio corresponding to the allowable discharge amount is calculated. Note that the assist ratio is 0 for negative discharge (that is, charging).

  For example, the traveling section having the two threshold values of 1.0 [Ah] and 0.5 [Ah] as the threshold value and the integrated value of the charge / discharge current of the battery 17 is 1.0 [Ah] or more 1 high-load travel section, a travel section that is 0.5 [Ah] or more and less than 1.0 [Ah] is a second high-load travel section, and a travel section that is less than 0.5 [Ah] is a low-load travel Consider the case of recognizing a section.

  In this case, of the travel sections shown in FIG. 5A, the travel section in which the integrated value of the charge / discharge current is 2 [Ah] or 1.2 [Ah] is recognized as the first high-load travel section. The assist ratio is set to the upper limit value (1.0) after setting the charge / discharge amount itself as the allowable discharge amount in the travel section (see FIG. 5C). Further, the travel section in which the integrated value of the charge / discharge current is 0.8 [Ah] is recognized as the second high load travel section, and the allowable discharge amount of the battery 17 is obtained by subtracting the charge / discharge amount by a predetermined ratio. Then, an assist ratio (for example, 0.9) is calculated (see FIG. 5C).

  On the other hand, among the travel sections shown in FIG. 5 (a), travel sections other than those described above are recognized as low load travel sections, and each travel section is assigned according to the charge / discharge amount of the battery 17 stored for each travel section. By proportionally allocating the remaining amount of the battery 17 from which the allocation of the first and second high-load travel sections is subtracted, the allowable discharge amount of each travel section is determined, and the assist ratio corresponding to the permissible discharge amount is calculated. Is done.

  For example, from the travel pattern data in the memory 25, the allocation of the first and second high-load travel sections is subtracted from the travel path recognized to have a total discharge amount of 15 [Ah] required to reach the destination. When the remaining capacity of the battery 17 is only 8 [Ah], the allowable discharge amount is 0.27 (= 0.4 × 8/15) [Ah] and then the assist ratio (for example, 0.4) is calculated (see FIG. 5C). Similarly, for a low load travel section in which the integrated value of the charge / discharge current is i [Ah], the assist ratio is calculated with the allowable discharge amount being (i × 8/15) [Ah].

  If the assist plan data is drawn up by such a method and the drive control of the motor device 21 is controlled according to the plan, the battery consumption on the terrain (flat road etc.) that does not need much assistance is suppressed, and the assistance is really done. As a result, it is possible to avoid as much as possible the reduction of the assist ratio on the terrain requiring uplift (such as uphill).

  As a result of assist planning in this step, if it is recognized that the remaining amount of the battery 17 is too small and the destination cannot be reached even if the assist ratio is variably controlled, a not-shown notification means (display unit or The voice output unit) notifies that charging is necessary. At that time, if the electric hybrid bicycle 1 has a configuration (for example, a configuration including a booster circuit) to which a standby power source such as a dry battery can be attached, a notification for urging the installation of the standby power source may be performed.

  After the above-described assist plan data is formulated, in step S2-5, the assist plan data is corrected based on the travel history data. Here, the travel history data is data indicating the excess or deficiency of the remaining battery level at the end of the assist planned travel mode, and is stored in the memory 25 in step S2-8 described later. For example, if it is recognized from the travel history data that there is a surplus in the remaining battery level in the previous assist planned travel mode, the assist plan data of the current plan is corrected to increase the assist ratio of each travel section Is done. Conversely, in the previous assist plan mode, if it is recognized that the battery level is insufficient and the destination cannot be reached, the assist plan data for the current plan will be lowered in the direction of lowering the assist ratio of each travel section. Correction is performed. By making such corrections, errors in assist plan data caused by various conditions (weight, terrain, wind, etc.) at the time of storing travel pattern data are corrected, and motor drive control based on the plan is optimized. It becomes possible to do.

  After the assist plan data correction process based on the travel history data described above, in the subsequent step S2-6, the assist plan data correction process based on the battery temperature is performed. In this process, the control unit 28 corrects the assist plan data in view of the fact that the lower the temperature of the battery 17 is, the shorter the travelable distance is even with the same battery capacity. More specifically, for example, if the battery temperature is 20 [° C.] or higher, the assist ratio of each traveled section is multiplied by 1.0, and if the battery temperature is 0 [° C.] or higher and lower than 20 [° C.], Multiply the assist ratio for each travel section by 0.8. When the battery temperature is lower than 0 [° C.], the assist ratio of each planned travel section is multiplied by 0.6. By performing such correction, it becomes possible to correct the error in the assist plan data that would be caused by the influence of the outside temperature or the like, and to optimize the motor drive control based on the plan.

  After the planning of the assist plan data and the correction thereof are completed, when the electric hybrid bicycle 1 starts running, the control unit 28 performs drive control of the motor device 21 according to the corrected assist plan data, The assist ratio is sequentially changed for each traveling section. With such a configuration, even when the remaining battery level is insufficient, it is possible to effectively use the remaining battery level and avoid running out of the battery on the way.

  Thereafter, when the traveling of the electric hybrid bicycle 1 is finished, the control unit 28 controls the memory 25 to store the above-described traveling history data (step S2-8). At this time, if there is a track record of performing the assist planned travel in the past for the same stroke, the average value of the excess or deficiency of the remaining battery level at the end of the assist planned travel of each time (for example, the latest five times) is obtained. The value may be stored in the memory 25 as travel history data. By adopting such a configuration, the optimization of the travel history data can be promoted, and therefore, the assist plan data is prevented from greatly fluctuating for each assist planned travel by the correction processing based on the travel history data. It becomes possible. However, as long as priority is given to reducing the capacity of the memory 25, only the latest travel history data may be stored.

  When the storage processing of the travel history data described above is completed and the power is turned off, the series of “assist planned travel mode” is ended.

  Finally, a case will be described where “normal travel mode” is selected in step S0 and the flow is advanced to step S3-1. In the travel mode, unlike the above-described “assist planned travel mode” and “travel pattern storage mode”, an assist plan is not formulated before the start of travel and travel pattern storage during travel is performed, and an electric hybrid having a conventional configuration is used. As with the bicycle 1, only traveling at the normal assist ratio (1.0) is performed (step S3-2). That is, it can be said that the traveling mode is suitable when the remaining amount of the battery 17 is sufficient or when traveling on a stroke that is not scheduled to travel frequently.

  In the above embodiment, the assist plan planning in the “assist planned travel mode” has been described by exemplifying the first and second methods, but the assist plan method of the present invention is limited to this. Instead of this, other assist planning methods (for example, a method of allocating the remaining battery capacity by defining a function corresponding to the load) may be adopted.

  Specific examples of the other assist planning methods described above include a method of using an assist ratio proportional to the load (see FIGS. 6A and 7A), and the assist ratio is uniformly reduced regardless of the load. A method can be considered. Further, as a specific example of the assist planning method when the load classification is divided into two stages, the assist ratio is set to 0 when the load is low, and the assist ratio is set to 1 (maximum) when the load is high (FIG. 6B). )), Or the assist ratio is proportional to the load at low load and the assist ratio is 1 at high load (see FIG. 6C), or the assist ratio is less than 1 at low load. A method of setting the assist ratio to 1 when the load is high (see FIG. 6D) is conceivable. Similarly, as a specific example of the assist planning method when the classification by load is three stages, the assist ratio is set to 0 when the load is low, and the assist ratio is set to a predetermined value between 0 and 1 when the load is medium. At the time of load, the assist ratio is set to 1 (maximum value) (see Fig. 7 (b)), the assist ratio is set to 0 at low load, the assist ratio is proportional to the load at medium load, and at high load Is a method of setting the assist ratio to 1 (see FIG. 7 (c)), or the assist ratio is proportional to the load with a first slope at low load, and the assist ratio is greater than the first slope at medium load. A method (see FIG. 7 (d)) in which the assist ratio is set to 1 at a high load in proportion to the load with a large second inclination is conceivable.

  Further, in the above embodiment, the case where the present invention is applied to an electric hybrid bicycle has been described as an example. However, the application target of the present invention is not limited to this, and drive means or drive assist means. The present invention can be applied to all electric vehicles using a motor device that uses a battery as a power source. For example, in the case of an electric vehicle, instead of the variable control of the assist ratio in the above-described embodiment, an accelerator limitation (speed limitation or torque limitation) may be performed.

  Further, in the above-described embodiment, the description has been given by taking as an example a configuration having a so-called regenerative charging function, but the configuration of the present invention is not limited to this, and an electric vehicle that does not have the function is also described. Widely applicable.

  Further, in the above-described embodiment, the description has been given by taking as an example a configuration in which the user's operation burden reduction is given top priority and the assist plan is completely automatically planned, but the configuration of the present invention is not limited to this. For example, it is possible to schematically display, for example, a travel map to the destination and to allow the user to select an assist section (or a non-assist section that preserves the remaining battery level) and an assist ratio of each travel section based on the display. It does not matter.

  Further, in the above-described embodiment, the description has been given by taking as an example the configuration for making a use plan of the battery 17 based on the travel pattern data generated in the “travel pattern storage mode”, but the configuration of the present invention is as follows. However, the present invention is not limited to this, and the amount of discharge in each traveling section required to reach the destination is estimated based on topographic information (gradient and distance) acquired by GPS [Global Positioning System] or the like. It does not matter as a configuration for making a usage plan.

  The present invention is a technique useful for effectively utilizing an insufficient battery remaining amount, and is particularly suitable for preventing the battery of an electric hybrid bicycle from running out.

FIG. 1 is an overall view showing one embodiment of an electric hybrid bicycle according to the present invention. These are block diagrams which show the electric signal system | strain of the electric hybrid bicycle 1. FIG. These are flowcharts which show an example of assist control in each travel mode. These are figures which show an example of driving | running | working pattern data. These are figures which show an example of assist plan data. These are figures which show an example (relationship between load and assist ratio) of an assist plan method. These are figures which show an example (relationship between load and assist ratio) of an assist plan method.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric hybrid bicycle 2 Frame 3 Front wheel 4 Rear wheel 5 Handle 6 Saddle 7 Human power drive part 8 Pedal 9 Chain 10 Electric drive part 11 Brake lever 12, 13 Brake device 14, 15 Wire 16 Car 17 Battery 17a Thermometer 17b Fuel gauge 21 Motor device 22 Distance meter (or vehicle speed meter)
23 Ammeter 24 Voltmeter 25 Memory 26 Mode Indication Unit 27 Mode Display Unit 28 Control Unit

Claims (6)

In an electric vehicle using a motor device that uses a battery as a power source as drive means or drive assist means,
Travel distance detection means for detecting travel distance; battery monitoring means for monitoring charge / discharge amount of the battery during travel; battery remaining capacity detection means for detecting remaining battery capacity; memory means for storing information Mode indication means for selectively instructing one of a plurality of travel modes; and when the first travel mode is instructed among the travel modes, the charge / discharge amount of the battery for each predetermined travel section; When the second driving mode is instructed, a plan for using the battery is drawn up based on the remaining amount of the battery and the stored contents of the memory means. And an electric vehicle comprising: control means for performing drive control of the motor device according to the plan.   The control means distributes the remaining amount of the battery to each traveling section in proportion to the amount of charge and discharge of the battery stored for each predetermined traveling section when planning the use of the battery. The electric vehicle according to claim 1, wherein an allowable discharge amount of the section is determined.   The control means classifies the battery charge / discharge amount stored for each predetermined travel section into a plurality of load categories by comparing with at least one threshold value when making a battery usage plan, 2. The electric vehicle according to claim 1, wherein the allowable discharge amount of each traveling section is determined so that the allowable discharge amount of the classified traveling section becomes larger.   The control means controls the memory means so as to store a running history indicating an excess or deficiency of the remaining amount of the battery with respect to the use plan upon completion of the second running mode, while making a plan for using the battery, The electric vehicle according to claim 1, wherein the plan is corrected based on the travel history.   2. The battery temperature detection means for detecting the temperature of the battery, wherein the control means corrects the plan based on the temperature of the battery when planning the use of the battery. The electric vehicle according to claim 4.   The said motor apparatus is an auxiliary drive means, and the said control means controls the ratio of the auxiliary drive force with respect to the main drive force according to the usage plan of the said battery. The electric vehicle described.

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