JP5574767B2 - Electric car - Google Patents

Description

  The present invention relates to an electric vehicle that runs using an electric motor driven by electricity charged in a power storage device as a power generation source.

  2. Description of the Related Art Conventionally, in an electric vehicle that travels by transmitting rotational torque of a motor driven by electric power of a power storage device to wheels, there is a charging facility that has a relatively short travel distance in one charge to the power storage device. Incompleteness and long charging time are problems.

  Further, in an electric vehicle, an electrical component such as an air conditioner also consumes electric power. Therefore, for example, when a traffic jam occurs, there is a concern that the travel distance becomes extremely short.

  A state in which the remaining capacity of the power storage device is reduced and the electric vehicle cannot be driven by the electric motor is referred to as an electric shortage or an electric shortage in this specification following a gas shortage meaning that the gasoline runs out.

  If the electric vehicle arrives at the charging facility in a state close to a power shortage, if the charging facility is in a failure state, there is a high possibility that the vehicle cannot travel to the nearest charging facility.

  In addition, if there is a power shortage in a place where there is no charging facility, you must ask for help.

  Patent Document 1 discloses a technique for avoiding the risk of a gas shortage state, not an electric shortage state.

  In the technology according to Patent Document 1, there is still a gas station (first gas station) that can be reached under normal driving conditions in which the consumption amount per unit travel distance (referred to as fuel consumption or fuel consumption rate) is a normal consumption amount. When the number of fuel tanks becomes one, a warning is displayed to prompt the driver to replenish gasoline, and a gas station that can be reached under low-consumption driving conditions in which the consumption per unit mileage of gasoline is less than the normal consumption (No. 1) 2 gas stations) and display on the map of the display the first gas station that can be reached under normal driving conditions and the second gas station that can be reached when driving under low-consumption driving conditions. To do.

  When a specific gas station, for example, the second gas station, is selected by the operation of the operation unit by the driver, control is performed so that the vehicle travels to the selected second gas station under a low-consumption driving condition. However, it is disclosed to search and guide the route to the selected second gas station.

JP 2007-178216 A (FIG. 5, FIG. 6, [0049]-[0058])

  However, in the above-described conventional technology, traveling under low consumption conditions, in other words, traveling to save fuel, depends on the driver's intention to select the second gas station by operating the operation unit. It is cumbersome for a driver who wants to travel.

  The present invention has been made in view of such problems, and automatically reduces the risk that the vehicle will reach an electric shortage condition (referred to as electric shortage risk) while responding to the driver's desire to travel freely. An object of the present invention is to provide an electric vehicle that can travel while traveling.

  An electric vehicle according to the present invention includes a power storage device, a load group to which electric power is supplied from the power storage device, a control device that controls the load group, and navigation that detects a plurality of charging facilities around the current location of the vehicle. An electric vehicle including the device has the following features (1) to (7).

  (1) The control device includes a main charging facility that is the closest charging facility from the current location among the plurality of charging facilities detected by the navigation device, and a sub-charging facility that is a charging facility other than the main charging facility. The operation mode control unit is provided with a plurality of operation modes that are periodically acquired and have different power consumption amounts consumed by the load group per unit mileage. Depending on the capacity, the main charging facility and the sub charging facility are maintained or increased if they can be reached in the normal operation mode, and reach at least one of the main charging facility and the sub charging facility in the normal operation mode. When it is impossible, it has an operation mode switching variable to be decreased, and as the operation mode switching variable decreases, The power consumption and performing the load control corresponding to power-saving operation mode is set to be reduced stepwise.

  According to the present invention, the main charging facility and the sub charging facility are maintained or increased when the main charging facility and the sub charging facility can be reached in the normal operation mode according to the current remaining capacity of the power storage device. The control device has an operation mode switching variable to be decreased when at least one of the operation mode switching variable is unreachable in the normal operation mode, and the control device receives power from the power storage device as the operation mode switching variable decreases. Since the load control corresponding to the power saving operation mode set so that the power consumption of the supplied load group is gradually reduced, the driver's desire to travel freely is responded as much as possible. However, it is possible to realize an electric vehicle that can automatically reduce the risk of running out of the vehicle and can travel.

  In the present invention, the greater the operation mode switching variable (value), the less the risk of electric shortage. Conversely, the smaller the operation mode switching variable, the higher the electric shortage risk. Therefore, the operation mode switching variable is monitored. Thus, it is possible to easily determine the current power shortage risk state.

  (2) In the electric vehicle having the above feature (1), the control device may reduce the amount of decrease in the operation mode switching variable when only the main charging facility can be reached in the normal operation mode. It is characterized in that it is set to a smaller value than the amount of decrease in the operation mode switching variable when neither the main charging facility nor the sub-charging facility is reachable in the mode.

  According to the present invention, when the main charging facility and the sub-charging facility are unreachable in the normal operation mode, the decrease amount of the operation mode switching variable is the main charging facility in the normal operation mode. Therefore, the amount of decrease in the operation mode switching variable can be set to a more appropriate value.

  (3) In the electric vehicle having the above feature (1) or (2), the control device sets the operation mode switching variable to the main charging facility and the sub charging facility in the normal operation mode. The determination value when reachable is a positive value or a zero value, in the normal operation mode, it is possible to reach the main charging facility, and it is impossible to reach the sub charging facility The determination value is a statistical value with a negative value or a zero value.

  According to the present invention, since the operation mode switching variable is a statistical value, a sudden vibration change in the operation mode can be reduced.

  (4) The electric vehicle having the above feature (3) further includes a time filter, and the statistical value is a statistical value of a value obtained by filtering the determination value by the time filter.

  According to this invention, since the statistical value is a statistical value of a determination filter value obtained by filtering the determination value by the time filter, frequent fluctuations in the operation mode switching variable, that is, occurrence of so-called hunting can be reduced. As a result, frequent fluctuations in the driving mode can be suppressed, and the uncomfortable feeling given to the driver in response to the change in the driving mode during traveling can be reduced.

  (5) In the electric vehicle having the above feature (1), when the control device can reach the main charging facility or the sub-charging facility in the current operation mode, the value of the operation mode switching variable It is characterized by maintaining.

  According to this invention, when the main charging facility or the sub charging facility can be reached in the current operation mode, the value of the operation mode switching variable is maintained, so that fluctuations in the operation mode are suppressed. can do.

  (6) In the electric vehicle having the feature (5), the control device can reach the main charging facility and the sub-charging facility in the normal operation mode with the operation mode switching variable. The determination value in the case is a positive value or a zero value, and in the normal operation mode, the main charging facility can be reached, and the determination value when the sub charging facility cannot be reached, In the normal operation mode, a negative value is used as a determination value when neither the main charging facility nor the sub-charging facility is reachable. On the other hand, in the current operation mode, the main The determination value when both the charging facility and the sub-charging facility are reachable is set to a zero value, and in the current operation mode, the main charging facility can be reached, and the sub-charging facility can be reached. Reach The determination value when it is impossible is set to a negative value or a zero value, and the determination value when neither the main charging facility nor the sub charging facility is reachable in the current operation mode is negative. It is characterized by a statistical value.

  According to the present invention, the operation mode switching variable can be set to a reasonable value corresponding to the remaining capacity of the power storage device.

  (7) The electric vehicle having the feature (6) further includes a time filter, and the statistical value is a statistical value of a value obtained by filtering the determination value by the time filter.

  According to this invention, since the statistical value is a statistical value of a determination filter value obtained by filtering the determination value by the time filter, frequent fluctuations in the operation mode switching variable, that is, occurrence of so-called hunting can be reduced. As a result, frequent fluctuations in the driving mode can be suppressed, and the driver's uncomfortable feeling that the driving mode changes during traveling can be reduced.

  According to the electric vehicle of the present invention, it is possible to travel while automatically reducing the risk that the vehicle will be in a power shortage state (referred to as a power shortage risk) while responding to the driver's desire to travel freely. Is achieved.

FIG. 1A and FIG. 1B are a side explanatory view and a plan explanatory view, respectively, for perspectively explaining the arrangement of main components mounted on the electric vehicle according to this embodiment. It is a schematic block diagram of the electric vehicle which concerns on this embodiment explaining the connection relation between the vehicle mounting main components shown to FIG. 1A and FIG. 1B. 1 is a schematic system configuration diagram of a power shortage risk reduction system including an electric vehicle according to an embodiment. It is a flowchart with which operation | movement description of the electric vehicle which concerns on this embodiment is provided. It is a flowchart with which operation | movement description of the electric vehicle which concerns on this embodiment is provided. It is a flowchart with which operation | movement description of the electric vehicle which concerns on this embodiment is provided. It is a flowchart with which description of the specific example of a power saving control process is provided. It is a flowchart with which operation | movement description of an emergency control process is provided. It is a schematic system block diagram of the electric shortage risk reduction system of the other structure containing the electric vehicle which concerns on this embodiment. It is explanatory drawing of the display screen of the navigation apparatus used for description of prioritization of several charging equipment. It is a flowchart with which description of the value calculation of an operation mode switching variable is provided. It is a characteristic view which shows the power-saving amount command value with respect to the operation mode switching variable. It is explanatory drawing of the operation mode switching variable which is the determination value before and behind time filter processing, and its statistical value.

  Hereinafter, an electric vehicle according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1A and FIG. 1B are a side explanatory view and a plane explanatory view for explaining the arrangement of main components mounted on the vehicle of the electric vehicle 10 according to this embodiment in a perspective and schematic manner, respectively.

  FIG. 2 is a schematic block diagram of the electric vehicle 10 according to this embodiment depicting the connection relationship between the vehicle-mounted main components shown in FIGS. 1A and 1B. In FIG. 2, the dotted line connection represents a signal line or a control line, and the solid line connection represents a power line.

  FIG. 3 is a schematic system configuration diagram of an electric shortage risk reduction system 200 including the electric vehicle 10 according to this embodiment.

  As shown in FIG. 2, an electric vehicle (vehicle) 10 includes a high-voltage power storage device 12 such as a lithium ion secondary battery or a capacitor and a low-voltage power storage device 14 such as a lead storage battery. As shown in FIGS. 1A and 1B, the thin, rectangular parallelepiped power storage device 12 is arranged to extend from the vicinity of the lower side of the front seat of the vehicle body 16 to the rear trunk side along the bottom of the vehicle body 16.

  A radiator 22 is disposed behind the front grille at the front of the vehicle body 16, and an EWP (electric water pump) 24 is disposed behind the radiator 22 and is offset in the vehicle width direction (see FIG. 1B). When the EWP 24 is driven, coolant flows through piping (not shown) that passes through the radiator 22 and the motor 30, heat exchange is performed by the radiator 22, and the motor 30 is cooled.

  The output shaft of the motor 30 is engaged with the input shaft of the gear box 32, and the front wheel 36 is rotated through the drive shaft 34 that is engaged with the differential gear in the gear box 32. In the electric vehicle 10 according to this embodiment, the front wheels 36 are drive wheels, and the rear wheels 38 are driven wheels.

  The rotation of the drive shaft 34 is detected by a rotation speed sensor (not shown), and the output of the rotation speed sensor is taken into an ECU (electronic control unit) 50 as a control device as the output of the vehicle speed sensor 40, that is, the vehicle speed V [km / h]. It is configured as follows.

  As shown in FIGS. 1A and 1B, an inverter 52 and a VCU (voltage control unit) 54 are arranged on the upper side of the motor 30. A downverter 56 and a charger 58 are arranged on the bottom side of the vehicle body 16 between the motor 30 and the front side of the power storage device 12. The charger 58 is connected to a charging port 62 (see FIG. 2) connected to a charging facility 82 (described later) outside the vehicle via a charging cable.

  The downverter 56 converts the high voltage of the power storage device 12 into a low voltage, and supplies charging power to the low voltage power storage device 14 such as a lead storage battery.

  In addition to the EWP 24, the low-voltage power storage device 14 supplies power to various low-voltage voltage operation devices such as an air conditioner (air conditioner) 64 that operates at a low voltage, the ECU 50, and the navigation device 60.

  A navigation device 60 is provided on the dashboard portion of the vehicle body 16.

  As shown in FIG. 2, in addition to the navigation device 60, the ECU 50 is connected to an input device 76 including an accelerator pedal 72, a brake pedal 74, an ignition switch, and the like.

  3 is basically a navigation device 60 mounted on the electric vehicle 10, a mobile communication network 80, a plurality of charging facilities 82, and a server 78 storing map data. And a map data distribution center 70 comprising:

  A communication terminal 84 such as a mobile phone housed in a driver's bag or pocket in the electric vehicle 10 is connected to an ECU (electronic control unit) 90 as a control device of the navigation device 60, for example, wirelessly. Wirelessly connected to the map data distribution center 70 through a mobile communication network 80 including a base station (not shown). The communication terminal 84 according to this embodiment has a data communication function as well as a telephone function. The communication terminal 84 may be built in the electric vehicle 10 in advance.

  Facility information of the charging facility 82 for charging the power storage device 12 of the electric vehicle 10 {number of charging ports (the number of electric vehicles 10 can be charged simultaneously), occupied state of charging ports (used for charging) The remaining charging time of the charging port), whether it is for quick charging or normal charging, the charging time zone, and the location information of the charging facility 82, etc.} are mapped from the charging facility 82 through the mobile communication network 80 as needed. The information is communicated to the data distribution center 70 and associated with the road map data of the server 78 and stored as facility information {POI (Point Of Interest) information}.

  The navigation device 60 includes an ECU 90, an input device 92 connected to the ECU 90, a disk drive (recording medium reading device) 94, a display unit (monitor, display) 96, a speaker (sound output device) 98, a GPS device 102, and A vibration gyro 104 is provided. The communication terminal 84 is wirelessly connected to the ECU 90 by Bluetooth (registered trademark). Communication terminal 84 and ECU 90 can also be connected by wire.

  The display unit 96 includes a liquid crystal display that displays facility information (POI information) and the like of the charging facility 82 on a map, and the input device 92 includes, for example, a touch screen on the display unit 96. The For example, the disk drive 94 reproduces each disk such as a CD, DVD, and BD that is a recording medium on which map data including facility information is recorded, and stores it in an HDD that is a storage device of the ECU 90.

  The ECU 90 and the ECU 50 as control devices are computers including a microcomputer, respectively, a CPU (central processing unit), a ROM (including EEPROM) as a memory (storage unit), a RAM (random access memory), and an HDD. In addition, A / D converters, input / output devices such as D / A converters, timers as timing means, etc., various functions by the CPU reading and executing programs recorded in the ROM It functions as an implementation unit (function implementation means), for example, a control unit, a calculation unit, a processing unit, and the like. As shown in FIG. 2, the ECU 50 typically functions as an operation mode control unit 50a and a time filter 50b.

  In general, the navigation device 60 searches for a recommended route to a destination set by a user such as a driver through the input device 92 based on the map data recorded in the storage unit of the ECU 90, and follows the recommended route. The user (the electric vehicle 10) is guided to the destination by guiding the electric vehicle 10.

  The map data stored in the storage unit of the ECU 90 is read from the server 78 in the map data distribution center 70, transmitted from the map data distribution center 70, and received through the communication terminal 84 via the mobile communication network 80. It can be partially updated as appropriate by data (map data including equipment information such as charging equipment 82 in addition to road information). Authentication may be required when updating.

  The navigation device 60 includes a current position detection device (current position detection device) 106. The current location detection device 106 is a device that detects the current location of the electric vehicle 10 (own vehicle). For example, the vibration gyro 104 that detects the traveling direction of the electric vehicle 10, the vehicle speed sensor 40 that detects the vehicle speed, and the GPS from the GPS satellite. It comprises a GPS device 102 that detects signals.

  The navigation device 60 can determine a route search start point when searching for a recommended route based on the current location of the electric vehicle 10 detected by the current location detection device 106.

  The map data recorded in the storage unit of the server 78 of the map data distribution center 70 and the ECU 90 of the navigation device 60 includes route calculation data used for calculating a recommended route, intersection name, road name, etc. Includes route guidance data used to guide the vehicle to the destination according to the recommended route, road data representing road shapes, and background data representing map shapes other than roads such as coastlines, rivers, railways, buildings, etc. ing.

  Further, the map data recorded in the storage unit of the ECU 78 of the server 78 and the navigation device 60 includes the name and position of the facility information (POI) such as the convenience store and the charging facility 82, the genre (type), the telephone number, and the like. The facility information to represent is also included.

  As described above, when the destination is set by the operation of a user such as a driver in the input device 92, the route calculation to the set destination is performed using the current location detected by the current location detection device 106 as a route search start point. A route to the destination is obtained by a predetermined algorithm based on the route calculation data. Then, a map around the obtained recommended route is displayed on the display unit 96, and a right / left turn instruction or the like is appropriately performed according to the recommended route.

  The ECU 50 of the electric vehicle 10 controls the duty of the inverter 52 in which a power element such as an IGBT (insulated gate bipolar transistor) is configured in a three-phase full bridge according to the operation amount of the accelerator pedal 72 and the brake pedal 74. The three-phase motor 30 is driven. The electric vehicle 10 travels when the rotational torque of the driven motor 30 is transmitted to the front wheels 36 through the gear box 32 and the drive shaft 34.

  When the motor 30 is powered, the power of the power storage device 12 is supplied to the motor 30 via the inverter 52 through the VCU 54 that is a bidirectional DC / DC converter. When the motor 30 is regenerated, the regenerative power of the motor 30 is supplied to the inverter 52 and the VCU 54. Through this, the power storage device 12 is charged.

  The ECU 50 detects the remaining capacities (unit: [kWh]) of the power storage device 12 and the low voltage power storage device 14 and stores them in the storage unit. The ECU 50 detects the remaining capacity, and unit power during normal use of the load group including the air conditioner 64 based on the detected remaining capacity of the power storage device 12 (the current remaining capacity is referred to as the remaining capacity Eb) and the travel distance. A travelable distance of the electric vehicle 10 is calculated when the vehicle travels in a normal operation mode (normal operation condition) in which the travel distance per amount (1 [kWh]) is the normal travel distance.

  In the normal operation mode, the power consumption per unit travel distance (1 [km]) may be the normal consumption {the power consumption of the load group including the motor 30 is the maximum (full power) consumption}. This is an operation mode with In other words, in the normal operation mode, the ECU 50 does not automatically limit the amount of power supplied from the power storage device 12 to the load group without restricting the driver's operation of the accelerator pedal 72 or the like who wants to travel freely. It is an operation mode. On the other hand, a mode in which the ECU 50 automatically restricts the driver's operation of the accelerator pedal 72 and the like under certain conditions is referred to as a power saving operation mode as will be described later. In the electric vehicle 10 according to this embodiment, the vehicle can be driven in the normal operation mode as much as possible.

  The operation mode control unit 50a of the ECU 50 sets the power consumption (unit: [km / kWh]) according to the travel state in the normal operation mode (acceleration, deceleration, constant speed travel, outside air temperature, etc.). .) Is stored in advance, and power consumption corresponding to the traveling state in a plurality of power saving operation modes is stored in advance.

  In the power saving operation mode, the ECU 50 reduces the output power of the power storage device 12 in the priority order, for example, the maximum speed limit, the power (power) limit during acceleration, the power limit of the air conditioner 64, and the like that have little influence on the merchantability. Squeezed. Details of the power saving operation mode will be described later.

  When the operation mode is controlled, the operation mode control unit 50a of the ECU 50 is also referred to as an operation mode switching variable POA {representability to the charging facility 82, and hence a reachability variable (Posibility Of Arrival). } And the operation mode switching variable POA is calculated as a statistical value of various determination values, as will be described later.

  The electric vehicle 10 according to this embodiment and the electric shortage risk reduction system 200 including the electric vehicle 10 are basically configured and operated as described above. A description will be given with reference to the flowcharts of FIGS. The execution subject of the flowchart is the ECU 50, but the ECU 50 executes each process in cooperation with the ECU 90 of the navigation device 60 at any time, and the ECU 50 uses the communication terminal 84 of the navigation device 60 at that time. The processing is executed while communicating with the external facility, in this embodiment, the map data distribution center 70, the plurality of charging facilities 82, and the like.

  In the map displayed on the display unit 96 of the navigation device 60, the current position (current position) of the electric vehicle 10 is displayed as a symbol as the own vehicle position 10s (see FIG. 10) by a triangular mark or a saddle-shaped mark. While the electric vehicle 10 is traveling, the ECU 50 functions as the destination reading unit 50c in step S1 and step S2.

  In step S1, the destination reading unit 50c performs destination reading processing for confirming whether or not the destination is set in the storage unit of the ECU 90 of the navigation device 60 in use.

  Next, in step S2, it is confirmed whether or not the destination has been set. If the destination has not been set in the storage unit, the ECU 50 performs the processes in steps S3 to S6 to temporarily set the destination. It functions as a destination temporary setting unit (destination estimating unit) 50d to be set.

  In this case, in step S3, the vicinity of the current route on which the electric vehicle 10 is currently traveling is read. In step S4, the route history in the current time zone is read. In step S5, the vibration gyro 104 and the GPS device 102 are used. The traveling direction of the electric vehicle 10 is estimated. In step S6, a destination is temporarily set based on the processing in steps S3 to S5.

  As a way to temporarily set the destination, for example, when traveling on a commuting route, the destination is provisionally set at a pre-registered work place or home or traveling along a shopping route. If this happens, the destination is temporarily set at the store (for example, a supermarket) or at home. In recent years, commuting using highways is also performed relatively frequently. In this case, a work location (work location) is temporarily set as a destination.

  Next, the ECU 50 functions as the traveling path estimation unit 50e that performs the processes in steps S7 to S9 and also functions as the charging facility search unit 50f that performs the processes in steps S11 to S16.

  In this case, in step S7, it is determined whether the vehicle is traveling on a highway. If the vehicle is not traveling on a highway, it is determined in step S8 whether the vehicle is traveling on a main road, and the vehicle is traveling on a main road. If not, it is determined in step S9 whether the vehicle is traveling on the street, and if it is not traveling on the city street, it is further determined whether the vehicle is traveling in a facility such as a theme park in step S10. To do.

  If the determination in step S7 is affirmative (during highway driving), in step S11, the charging facility 82 located in the traveling direction of the highway being driven is searched.

  If the determination in step S8 is affirmative (during traveling on the main road), in step S12, a search process for the charging facility 82 located in the traveling direction of the moving main road is performed.

  If the determination in step S9 is affirmative (running on the city street), a search process for the charging equipment 82 located in the traveling direction along the road on the running city street is performed.

  When the determination in step S10 is affirmative (during traveling in the facility), a search process for the charging facility 82 located in the traveling facility is performed.

  In step S15, it is determined whether or not the charging facility 82 can be searched. If the charging facility 82 has not been searched, the charging facility 82 is expanded in a predetermined distance range, for example, a concentric circle from the current location in step S16. Explore. In this way, the charging facility 82 (the main charging facility to be described later) that is the closest to the current location of the electric vehicle 10 that basically exists in the traveling direction by the functions of the traveling path estimation unit 50e and the charging facility search unit 50f of the ECU 50. In addition, a plurality of charging facilities 82 of other charging facilities (sub-charging facilities described later) are searched. That is, at least two charging facilities 82 are searched including searching for the main charging facility 82 (referred to as 82 m) that is the closest to the current location.

  Next, the ECU 50 determines priorities for the plurality of charging facilities 82 searched for in the positive determination in step S15 or the plurality of charging facilities 82 searched for in the process of step S16 executed in the negative determination. In order to do this, it functions as the charging equipment prioritization part 50g which performs each process of step S17-S25. In the processing of steps S17 to S25 described below, “charging facility 82” means “charging facility 82 that can be searched” in the processing of steps S7 to S16.

  In step S17, the type of the charging facility 82, here, the quick charging facility or the normal charging facility is read. The process of step S17 is determined by information on the charging facility 82 registered in advance (registered by default) in the ECU 90 of the navigation device 60 or information acquired through real-time communication with the charging facility 82. To do.

  Next, in step S18, the maximum acceptable number of charging facilities 82 {the number of charging ports (charging ports that have not failed) of the charging facility 82} is acquired from the charging facility 82 by communication.

  In addition, when acquiring the various information of the charging equipment 82 by communication, it provided between the charging equipment 82 and the electric vehicle 10, as shown in FIG. Acquisition through the charging infrastructure management server 88 is preferable. The charging infrastructure management server 88 collects the specifications of each charging facility 82 and the current usage status as needed. The charging infrastructure management server 88 and the map data distribution center 70 may be integrated.

  The emergency charge vehicle management facility 116 that joins the mobile communication network 80 is also drawn in the electricity shortage risk reduction system 200A of FIG. 9, and each emergency charge vehicle management facility 116 is equipped with a simple charging facility 86. The position and operating status of the emergency charging vehicle 112 are grasped at any time. The emergency charging vehicle management facility 116 may be included in the shortage risk reduction system 200 of FIG. Hereinafter, the shortage risk reduction system 200A of FIG. 9 will be described.

  Therefore, in step S19, the charging equipment ranking unit 50g of the ECU 50 acquires the number of free charging facilities 82 (the number of charging ports) from the charging infrastructure management server 88 by communication.

  In step S <b> 20, the remaining charging time of the other vehicle being charged by the charging facility 82 is acquired from the charging infrastructure management server 88 by communication. The remaining charge time of the other vehicle is generally recognized as a waiting time at the charging facility 82.

  In step S <b> 21, a route search process to each charging facility 82 is performed using the navigation device 60.

  In step S <b> 22, the arrival time to each charging facility 82 is performed using the navigation device 60.

  In step S23, it is determined whether charging to the other vehicle is completed by the calculated arrival time. If not, the waiting time is calculated.

  Furthermore, in step S24, the current power consumption Epc [kWh] (for example, a moving average value per minute is preferable) of the vehicle electrical load group such as the motor 30, the air conditioner 64, and the acoustic device is detected. In step S25, the current remaining capacity Eb [kWh] of the power storage device 12 is detected.

  The navigation apparatus 60 shown in FIG. 10 shows a specific selection example of the charging equipment 82 selected by the processing of the charging equipment searching section 50f (steps S11 to S16) and the charging station prioritizing section 50g (steps S17 to S25) described above. A display screen 96D of the display unit 96 will be described with reference to FIG.

  The own vehicle position 10s (current location) of the electric vehicle 10 is displayed as a symbol with a triangle on the display screen 96D. The electric vehicle 10 travels on the highway 300 indicated by two parallel solid lines in the direction of the upper apex in the triangle of the vehicle position 10s.

  There is an interchange 301 in front of the traveling direction, and there are service areas in the order of a service area 302 and a service area 303 in front of the interchange 301.

  The service area 302 is provided with a normal charging facility 82A. At this time, one charging port indicated by a black circle in two charging ports is being used for charging by another vehicle and is not filled. The remaining charging port indicated by is vacant. In addition, the service area 303 is provided with a quick charging facility 82B. At present, of the four charging ports, two charging ports are in use and the remaining two charging ports are empty. .

  The service area 304 located in the rear of the traveling direction is provided with a quick charging facility 82C, and at the present time, both charging ports are vacant.

  Furthermore, when exiting from the interchange 301 in the traveling direction, a quick charging facility 82D is provided along a general road 306 such as a main road, and at the present time, both charging ports are vacant.

  In the situation shown in FIG. 10, the charging facility search unit 50 f and the charging facility prioritization unit 50 g do not select the quick charging facility 82 </ b> C that has passed in the traveling direction of the expressway 300 as a candidate for the charging facility 82. Then, the charging facility 82 facing the road in the traveling direction and the quick charging facility 82B are preferentially selected. However, when the remaining capacity Eb of the power storage device 12 has decreased to a so-called critical state, the nearest charging facility 82A is selected. If the remaining capacity Eb has decreased to a level just before the critical state when driving on a general road instead of the expressway 300, the nearest charging facility 82 is selected even when entering a side road. When the remaining capacity Eb has decreased to a critical state (predetermined minimum remaining capacity Ebmin) while traveling on the road, control is performed so that the nearest charging facility 82 is selected even if the vehicle returns backward.

  Therefore, the priority in the situation shown in FIG. 10 is that the first priority is the quick charging facility 82B (sub-charging facility) and the second priority is the normal charging on condition that the remaining capacity Eb is sufficiently left. The facility 82A (main charging facility) and the third priority are selected as the quick charging facility 82D (sub charging facility), and the passed rapid charging facility 82C is not selected as a candidate for the charging facility 82. At this time, when the remaining capacity Eb has decreased to the minimum remaining capacity Ebmin, the nearest normal charging facility 82A (main charging facility) is selected as the first priority charging facility 82, and the reachability is low. The remaining rapid charging facilities 82B and 82D are not selected as the charging facility 82.

  Next, based on the current situation described above, the operation mode control unit 50a determines whether or not to switch the operation mode from the normal operation mode to the power saving operation mode, and sets the power saving level of the power saving operation mode. In step S26, it is determined whether it should be a percentage (0 [%] is a normal operation mode of a normal level in which free running without power saving can be performed and 100 [%] is the maximum power saving level at which power is saved most).

  The flowchart of FIG. 11 shows a detailed flowchart of the calculation procedure of the operation mode switching variable POA used for determining the power saving level in step S26.

  FIG. 12 shows a power saving control characteristic 210 as an example of a power saving amount command value Ce indicating a power saving level for the operation mode switching variable POA calculated in step S26.

  The operation mode switching variable POA is POA = 10 (in this embodiment, the maximum value of POA is 10. In this case, the power saving command value Ce is 0 [%], and the electric vehicle Traveling in the normal operation mode at full power is allowed 10. The power consumption for each power saving operation mode (travel distance per unit power amount) corresponding to the power saving amount command value Ce is set for each electric vehicle 10. It is measured in advance, and further learned during actual travel to make the value more accurate, and is stored (updated) in the storage unit of the ECU 50.

  When it is determined that the power saving amount command value Ce exceeds 0 [%] (0 [%] <Ce ≦ 100 [%]), the operation mode control unit 50a of the ECU 50 saves power in the corresponding power saving control described later. Automatically switch to operation mode.

  In general, when power storage device 12 is charged to a full charge capacity or a predetermined remaining capacity or more, operation mode switching variable POA is reset to POA = 10.

  Therefore, in step S26a of FIG. 11, the current operation amount command value Ce (value between 0 [%] and 100 [%]) in the operation mode (0 [%] is the normal operation mode, 0 [%]. If the value exceeds the value, the required power amount Ep1 that is the energy required to reach the nearest charging facility 82 (also referred to as the main charging facility 82m) from the current location in the corresponding power saving operation mode) is calculated and the second Necessary electric energy Ep2 (Ep2> Ep1), which is energy required to reach the charging facility 82 (also referred to as sub-charging facility 82s) close to, is calculated.

  Further, in step S26a, it is necessary to reach the nearest charging facility 82 (also referred to as main charging facility 82m) from the current location when it is assumed that the current operation mode has been changed to a power saving operation mode of a level one step lower. Necessary power amount Es1 (Es1 <Ep1) that is sufficient energy is calculated, and necessary power amount Es2 (Es2) that is energy necessary to reach the second closest charging facility 82 (also referred to as sub-charging facility 82s) > Es1) is calculated.

  Next, in step S26b, the required electric energy Ep1 required for the remaining battery capacity Eb to reach the nearest charging facility 82 (ordinary charging facility 82A in the example of FIG. 10) from the current location by traveling in the current operation mode. It is judged whether it exceeds.

  When Eb> Ep1 (step S26b; YES), it is determined that the closest charging facility 82 can be reached in the current operation mode (the nearest charging facility 82 can be reached without any problem), and then step S26c. , The remaining battery capacity Eb exceeds the necessary power amount Ep2 required to reach the next closest charging facility 82 (in the example of FIG. 10, the rapid charging facility 82B) by traveling in the current operation mode. Determine whether or not.

  When Eb> Ep2 (step S26c; YES), it is determined that the next closest charging facility 82 can be reached in the current operation mode (the second closest charging facility 82 can be reached without any problem).

Thus, when both step S26b and step S26c are affirmative, in other words, the remaining capacity that can reach the main charging facility 82A and the sub charging facility 82B without any problem even when traveling in the normal operation mode or the power saving operation mode. When C remains, the determination value D is set to D = 1, which is a positive determination value when there is a margin, and in step S26d, the operation mode switching variable POA, which is a statistical value, is set to the following ( 1) Based on the equation, POA = POA + 1 is set, and is increased by 1.
POA (current value) = POA (current value) + D (determination value) (1)
When both step S26b and step S26c are affirmative, the above equation (1) is also applied when the current operation mode is the normal operation mode, but the operation mode switching variable POA has a maximum value ( In this embodiment, POA = 10) is maintained.

  On the other hand, if the determination in step S26c is negative, that is, the closest charging facility 82 is reached in the current operation mode, but the second closest charging facility 82 is not reached, in step S26e, In order to determine whether or not the second closest charging facility 82 can be reached in the power saving operation mode that is one level lower than the current operation mode, the remaining battery capacity Eb is at a level one level lower than the current operation mode. It is determined whether or not it is greater than the required power amount Es2, which is the energy required to reach the second closest charging facility 82 from the current location when it is assumed that the mode has been changed to the power saving operation mode (Eb> Es2).

  If Eb> Es2 (step S26e; YES), it is determined that the second closest charging facility 82 can be reached if power is saved in one stage, and the determination value D is set to D = 0. In step S26f, the operation mode switching variable POA is set to POA = POA + 0 and has no change.

  If the determination in step S26e is negative (Eb ≦ Es2), the determination value D is set to D = −0.5. In step S26g, the operation mode switching variable POA is set to POA = POA-0. .5.

If it is determined in step S26b that Eb < Ep1 is negative, that is, if it is determined that the closest charging facility 82 cannot be reached in the current operation mode, in step S26h, In order to determine whether or not the first closest charging facility 82 can be reached, the remaining battery capacity Eb is one level lower than the current operation mode. It is determined whether or not it is larger than the required power amount Es1 that is the energy required to reach the first closest charging facility 82 from the current location when assumed to have been changed to (Eb> Es1).

  If Eb> Es1 (step S26h; YES), it is determined that the first closest charging facility 82 can be reached if power is saved.

  At this time, in step S26i, in order to determine whether or not the second closest charging facility 82 can be reached in the power saving operation mode that is one step lower than the current operation mode, the remaining battery capacity Eb is set to the current operation mode. It is determined whether or not it is greater than the required power amount Es2 that is the energy required to reach the second closest charging facility 82 from the current location when it is assumed that the mode has been changed to the power saving operation mode of one level below (Eb) > Es2).

  If Eb> Es2 (step S26i; YES), it is determined that the second closest charging facility 82 can be reached if power is saved, and the determination value D is set to D = 0. In step S26j, the operation mode switching variable POA is set to POA = POA + 0 and has no change.

  If the determination in step S26i is negative (Eb ≦ Es2), the determination value D is set to D = −0.5. In step S26k, the operation mode switching variable POA is set to POA = POA−0. .5. In this case, the process of step S26i and step S26k may be omitted, and the process of step S26j may be performed when the determination of step 26h is negative.

  If the determination in step S26h is negative such that Eb ≦ Es1, that is, the closest charging facility 82 cannot be reached in the current operation mode, and the power saving operation is performed at a lower level. If it is determined that the second closest charging facility 82 cannot be reached even if the mode is changed, the determination value D is set to D = −1, and the operation mode switching variable POA is set to POA = in step S261. Reduced to POA-1.

  By performing the processing as described above, the operation mode switching variable POA is calculated.

  Next, power saving control based on the operation mode switching variable POA calculated in step S26m is performed with reference to the power saving control characteristic 210 in FIG. When the operation mode switching variable POA is POA = 10, power saving control is not performed, and so-called free running in the normal operation mode is permitted. The type of power saving control and the priority order for adoption will be described later.

  When power saving control is performed in step S26m, in order to avoid as much as possible a drastic change in drivability of the electric vehicle 10 due to the selection of the power saving control, a sudden vibration change does not occur in the operation mode switching variable POA. It is more preferable to control.

  Therefore, in this embodiment, a hunting prevention process, which will be described in detail later, by the so-called hunting prevention unit 50h is executed in step S27 so that a sudden vibration change does not occur in the operation mode switching variable POA.

  Next, in step S28, when the operation mode switching variable POA after the hunting prevention process is less than 10, power saving control is performed in step S29 based on the value of the operation mode switching variable POA after the hunting prevention process. When the hunting prevention process is performed, the process of step S26m surrounded by a two-dot chain line in the flowchart of FIG. 11 is not executed at that time, and is passed, and in step S30, the value of the operation mode switching variable POA is set. Based on power saving control.

  FIG. 13 is a diagram for explaining the hunting prevention process. The horizontal axis is the normalized time axis, and the vertical axis is the axis indicating the determination value D and the value of the operation mode switching variable POA that is the statistical value.

A determination value D (D = Dr) indicated by a rhombic broken line indicates the determination value determined in steps S26d, S26f, S26g, S26j, 26k, and S261 at the time when the diamond is added. For example, at time 0 to time 9, Dr = “ 1 , 1 , 1 , 0, −0.5, 0.5, 0, 0, 1 , 1 ”.

  When time filter processing that is hunting prevention processing is not performed, the operation mode switching variable POA (POA = POAr) is a value obtained by integrating (integrating filter processing) the determination value Dr and a value indicated by a polygonal broken line as a statistical value. Value).

  However, since the operation mode switching variable POAr obtained in this way has a transition point where the value increases and decreases in a short time, as shown by a portion surrounded by a broken-line circle, the operation mode switching variable POAr has a short time due to the change in power saving control. A drastic change in drivability occurs.

  Therefore, when the time filter process is performed, a rule is adopted here in which the determination value Dr after the time filter process is changed to the determination value Dr when the same value continues twice.

In this case, the determination value Df after the time filter processing is, for example, from time 0 to time 9, Df = “0, 1 , 1 , 1 , 1 , 1 , 1 , 0, 0, 1 ” and time filter processing It can be seen that the time change is smaller than the determination value Dr that is not performed.

  The operation mode switching variable POA (POA = POAf), which is a value obtained by integrating (integrating filter processing) the judgment value Df after time filtering and indicating a cross-hatched broken line, is after the time filtering. Of the operation mode switching variable POAf.

  The change in the value of the operation mode switching variable POAf after the time filter processing is surrounded by a one-dot chain line corresponding to the portion surrounded by the dotted line, in particular, compared with the change in the value of the operation mode switching variable POAr before the time filter processing. As can be understood by referring to the portion, the statistical values (values of the operation mode switching variables POAr and POAf) between the time point 0 and the time point 30 are substantially approximate changes, but the cycle is short. Since no vibrational change has occurred, a change in drivability in a short time accompanying a change in power saving control can be minimized. Changes in drivability in a short time tend to give the driver a sense of discomfort.

  If the operation mode switching variable POAf after hunting prevention processing (after time filter processing) in step S27 is POAf = 10 in the determination processing (POAf <10) in step S28, step S1 is performed without performing power saving control. Return. In this case, the driver of the electric vehicle 10 is allowed to travel in the normal operation mode (drivability).

  If the operation mode switching variable POAf is less than the value 10, it is further determined in step S29 whether or not the value exceeds the value 0. If 0 <POAf <10, the operation is performed in step S30. The power saving control based on the value of the mode switching variable POAf is selected, and the process returns to step S1. In this case, the driver of the electric vehicle 10 is automatically allowed to travel (drivability) up to the power saving operation mode corresponding to the operation mode switching variable POAf.

  On the other hand, if POAf ≦ 0, in step S31, the emergency control process is performed with the power saving control in the maximum state, and the process returns to step S1.

  An example of power saving control by the power saving control unit 50i based on the value of the operation mode switching variable POAf in step S30 will be described with reference to the flowchart of FIG. Note that the flowchart of FIG. 7 is simply described so as not to be complicated, and is executed from step S29a (for example, POAf = 9.5) in descending order according to the value of the operation mode switching variable POAf. The When the operation mode switching variable POAf is the second largest value (for example, POAf = 9), in addition to the process of step S29a, the process of step S29b is performed in combination. When the switching variable POAf reaches POAf = 0, all the power saving control processes up to steps S29a, 29b,..., S29g are executed simultaneously.

  The display (notification) of the power saving control state (power saving level) on the display unit 96 in step S29h is displayed, for example, as “power saving control in progress” when the control of step S30 is entered.

  Therefore, in the maximum speed control process in step S29a, the power saving level that limits the maximum speed is determined by gradually increasing the amount of current supplied to the motor 30 with respect to the depression amount of the accelerator pedal 72.

  In the maximum output restriction process in step S29b, the reaction force applied to the accelerator pedal 72 by a reaction force control mechanism (not shown) is further increased near the upper limit of the depression amount so as to make it difficult to depress.

  Further, in the regeneration amount increasing process in step S29c, the power saving level for increasing the power amount of the power storage device 12 is determined by increasing the regeneration amount from the motor 30 with respect to the depression amount of the brake pedal 74.

  In the air conditioner operation restriction process in step S29d, the power saving level is set to restrict the difference between the set temperature of the air conditioner 64 and the outside air temperature to a small value.

  In the seat heater operation restriction process in step S29e, the power saving level is set to lower the seat heater set temperature.

  In the auxiliary lamp (fog lamp etc.) operation restriction process in step S29f, the power saving level at which the auxiliary lamp is turned off is determined. In this case, the illumination of the auxiliary lamp lighting switch is blinked in correspondence with the auxiliary lamp being forcibly turned off.

  In the operation restriction of the general electrical component such as an audio device in step S29g, the power saving level at which the operation of the general electrical component is stopped is determined. In this case, the illumination of the on / off switch of the general electrical component is blinked.

  As described above, if POAf ≦ 0 in the determination of step S29, as shown in the flowchart of FIG. 8, the maximum power saving control (all power saving control from step S29a to S29g is performed in step S31a). In step S31b, the charging priority arbitration process is executed.

  In this charging priority arbitration process, a priority use request for the nearest charging facility 82 is sent from the communication terminal 84 to the charging infrastructure management server 88 via the mobile communication network 80.

  When the arbitration by the charging infrastructure management server 88 is established and the response indicating that the preferential use request has been accepted is received from the charging infrastructure management server 88, the determination in step S31c becomes negative. Then, a message to that effect is displayed. At the same time, in step S31e, a guide route to the charging facility 82 for which the priority use request is recognized is displayed on the display unit 96, and route guide processing is performed.

  On the other hand, if a response that the arbitration in the charging infrastructure management server 88 is not established is received and the determination in step S31 becomes affirmative, an emergency contact process for electric shortage in step S31d is performed.

  In this emergency contact process, the communication terminal 84 is contacted to the nearest emergency charging vehicle management facility 116 via the mobile communication network 80 by an automatic telephone response, and the emergency charging vehicle 112 equipped with the simple charging facility 86 is dispatched. Search for a place where the vehicle can be safely stopped, display a guidance route, perform route guidance processing, and notify the emergency charging vehicle management facility 116 of the planned stop location, scheduled stop time, vehicle type, body color, vehicle name. , Automatically contact the necessary information such as car number, driver name, etc.

  As described above, the electric vehicle 10 according to the embodiment described above includes the power storage device 12, the load group such as the motor 30 to which power is supplied from the power storage device 12, and the ECU 50 as a control device that controls the load group. And a navigation device 60 that detects a plurality of charging facilities 82 around the current location of the electric vehicle 10.

  The ECU 50 cycles the main charging facility 82m, which is the charging facility 82 closest to the current location, among the plurality of charging facilities 82 detected by the navigation device 60, and the sub-charging facility 82s, which is a charging facility 82 other than the main charging facility 82m. A plurality of operation modes (operation modes in which processing up to the processing selected in steps S29a to S29g is automatically executed) with different power consumption consumed by the load group per unit travel distance. An operation mode control unit 50a (power saving control unit 50i) is provided.

  The operation mode control unit 50a maintains or increases the main charging facility 82m and the sub charging facility 82s when the current remaining capacity Eb of the power storage device 12 can reach the main charging facility 82m and the sub charging facility 82s in the normal operation mode. At least one of the sub-charging facilities 82s has an operation mode switching variable POA (POAr or POAf) that is decreased when it cannot be reached in the normal operation mode.

  The ECU 50 performs load control corresponding to the power saving operation mode set so that the power consumption amount of the load group decreases stepwise as the operation mode switching variable POA decreases.

  According to this embodiment, the current remaining capacity Eb of the power storage device 12 is maintained or increased when the main charging facility 82m and the sub-charging facility 82s can be reached in the normal operation mode, and the main charging facility 82m and the sub-charging are maintained. The ECU 50 has an operation mode switching variable POA that is decreased when at least one of the facilities 82s cannot be reached in the normal operation mode, and the ECU 50 is supplied with electric power from the power storage device 12 as the operation mode switching variable POA decreases. Since the load control corresponding to the power saving operation mode in which the power consumption of the load group is gradually reduced is performed, the electric vehicle 10 can be depleted while responding as much as possible to the driver's desire to travel freely. It is possible to realize the electric vehicle 10 that can travel while automatically reducing the risk.

  Thus, the larger the value of the operation mode switching variable POA, the lower the risk of electric shortage. Conversely, the smaller the value of the operation mode switching variable POA, the higher the electric shortage risk. By monitoring, the current power shortage risk state can be easily determined.

  In this case, the ECU 50 reduces the amount of decrease in the operation mode switching variable POA in the case where the main charging facility 82m and the sub charging facility 82s cannot be reached in the normal operation mode (for example, the value “−1 in step S261). ") Is larger than the amount of decrease in the operation mode switching variable POA (for example, the value" -0.5 "in step S26g) when only the main charging facility 82m can be reached in the normal operation mode. Therefore, the amount of decrease in the operation mode switching variable POA can be set to a more appropriate value.

  Further, the ECU 50 sets the operation mode switching variable POA as a positive value (for example, in step S26d) when the main charging facility 82m and the sub charging facility 82s can be reached in the normal operation mode. The determination value when the main charging facility 82m can be reached and the sub charging facility 82s cannot be reached in the normal operation mode is a negative value. (For example, the value “−0.5” in step S26g) or a statistical value set to zero.

  As described above, since the ECU 50 performs load control using the operation mode switching variable POA that is a statistical value, it is possible to reduce a sudden vibration change in the operation mode.

  Furthermore, it has a time filter 50b and reduces the occurrence of hunting during control by using the statistical value as an operation mode switching variable POAf that is a statistical value of a value obtained by filtering the determination value D by the time filter 50b. be able to. As a result, frequent fluctuations in the power transmission mode can be suppressed, and the uncomfortable feeling given to the driver in response to the change of the driving mode during traveling can be reduced.

  When the ECU 50 can reach the main charging facility 82m or the sub charging facility 82s in the current operation mode, the ECU 50 maintains the value of the operation mode switching variable POA (for example, the value “0 in steps S26j and S26f” ”), So that fluctuations in the operation mode can be suppressed.

  In this case, the ECU 50 sets the operation mode switching variable POA to a positive value (for example, the step value D when the main charging facility 82m and the sub charging facility 82s can be reached in the normal operation mode). The value “+1” in S26d corresponds)) or a zero value, and it is possible to reach the main charging facility 82m and not reach the sub charging facility 82s in the normal operation mode. The value D is a negative value (for example, the value “−0.5” in step S26g is applicable), and neither the main charging facility 82m nor the sub charging facility 82s can be reached in the normal operation mode. Is determined to be a negative value (for example, the value “−1” in Step S261) corresponds to the determination value D. The determination value D when reaching both of the 2s is set to a zero value (for example, the value “0” in step S26f is applicable), and the main charging facility 82m is reached in the current operation mode. The determination value D when the sub charging facility 82s cannot be reached is set to a negative value (for example, the value “−0.5” in step S26k corresponds) or a zero value. In the current operation mode, the determination value when neither the main charging facility 82m or the sub charging facility 82s is reachable is set to a negative value as the operation mode switching variable POA which is a statistical value. Thus, the value of the operation mode switching variable POA can be set to a reasonable value corresponding to the remaining capacity of the power storage device 12.

  Also in this case, a hunting at the time of control is further provided by including a time filter 50b, and the statistical value is an operation mode switching variable POAf which is a statistical value of a value obtained by filtering the determination value D by the time filter 50b. As a result, frequent fluctuations in the driving mode can be suppressed, and the driver's uncomfortable feeling that the driving mode changes during traveling can be reduced.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Electric vehicle 12 ... Power storage device 16 ... Vehicle body 30 ... Motor 50, 90 ... ECU 52 ... Inverter 58 ... Charger 60 ... Navigation device 62 ... Charging port 64 ... Air conditioner 70 ... Map data distribution center 80 ... Mobile communication network 82 ... Charging equipment 84 ... Communication terminal 96 ... Display unit 106 ... Current location detection apparatus 200, 200A ... Power shortage risk mitigation system

Claims (4)

An electric vehicle comprising a power storage device, a load group to which power is supplied from the power storage device, a control device that controls the load group, and a navigation device that detects a plurality of charging facilities around the current location of the vehicle In
The control device includes:
Among the plurality of charging facilities detected by the navigation device , periodically acquire a main charging facility that is the closest charging facility from the current location, and a sub-charging facility that is a charging facility other than the main charging facility, An operation mode control unit comprising a normal operation mode that does not limit the power consumption consumed by the load group per unit travel distance and a plurality of power saving operation modes that limit the power consumption ;
The operation mode control unit
Having an operation mode switching variable set to an initial value that is a maximum value when the power storage device is charged to a predetermined remaining capacity or more,
The operation mode switching variable, wherein the the every cycle acquisition sub charging equipment main charging equipment, the current remaining capacity of the electric storage device, until said main charging facility and the sub charging facility, in the normal operation mode is increased if the case is reachable can be reached by the power-saving operation mode with to maintain, in the main charging electric facility 備Ma, if it is not reachable by the normal operation mode or the power saving operation mode It decreases,
In accordance with the operation mode switching variable is decreased from the initial value, the load control the power consumption amount consumed by the unit travel distance per said load group corresponding to the power-saving operation mode is set to be reduced stepwise An electric vehicle characterized by The electric vehicle according to claim 1,
The control device includes:
The reduction of the operation mode switching variable when the usually reachable only in the main charging facility in operation mode or the power saving operation mode, even the main charge generation facilities in the normal operation mode or the power saving operation mode An electric vehicle characterized in that the electric vehicle has a smaller value than the amount of decrease in the operation mode switching variable when it is not reachable. The electric vehicle according to claim 1 or 2,
The control device includes:
The operation mode switching variable is
Wherein in the normal operation mode, while a zero value determination value when in either of the main charging facility and the sub charging equipment is reachable, in the power saving operation mode, the main charging facility and the sub charging equipment If both of these are reachable, the judgment value is a positive value,
Wherein in the normal operation mode or the power saving operation mode, the are possible reach the main charging facility, the judgment value when the it is impossible to reach the sub-charging equipment, when a negative value or zero value ,
The statistical value shown in the following formula,
Current operation mode switching variable = current operation mode switching variable + judgment value,
An electric vehicle characterized by that. The electric vehicle according to claim 3, wherein
In addition, it has a time filter,
The electric vehicle according to claim 1 , wherein the statistical value is a statistical value obtained by filtering the determination value by the time filter so that a change in the determination value with respect to a change in time is reduced .

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