Electric vehicle

Abstract

The invention provides an electric vehicle which improves power supply efficiency. An electric vehicle is provided with: an electric motor connected to a wheel; a power storage body connected to the electric motor; a power receiving unit that receives power from an external power source; a charger connected to the power receiving unit and the power storage body; and a control system that controls the electric motor. A first travel mode and a second travel mode in which the regenerative power during braking of the vehicle is smaller than the regenerative power in the first travel mode are provided as travel modes of the electric vehicle. The control system executes the first traveling mode during non-power supply for stopping the charger, and executes the second traveling mode during traveling power supply for operating the charger.

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle. Background Art

[0002] Electric vehicles such as electric cars and plug-in hybrid vehicles are equipped with power storage bodies such as lithium ion batteries. In order to ensure a sufficient cruising range of electric vehicles, the capacity of the power storage body needs to be increased, but increasing the capacity of the power storage body is the main reason for increasing the cost of electric vehicles.

[0003] Therefore, electric vehicles equipped with power receiving devices such as collector arms and pantographs have been developed (see Patent Documents 1 to 4). Electric vehicles equipped with power receiving devices can receive power supply from overhead wires or the like installed in power supply lanes such as dedicated roads for automobiles via the power receiving devices. That is, the electric vehicle can be driven while charging the power storage body, and the capacity of the power storage body can be reduced while maintaining the cruising range.

[0004] Prior art literature Patent Literature Patent Document 1: Japanese Patent Application No. 2019-506114 Patent Document 2: International Publication No. 2015 / 146393 Patent Document 3: Japanese Patent Application No. 2016-522666 Patent Document 4: International Publication No. 2011 / 135870 Summary of the invention

[0005] Technical issues However, since the installation area of ​​the power supply lane is limited, in order to reduce the capacity of the power storage body while maintaining the cruising range, it is necessary to improve the power supply efficiency from the power supply lane.

[0006] Technical Solution According to the present disclosure, an electric vehicle is an electric vehicle that is powered from an external power source during driving, and comprises: an electric motor connected to wheels; a power storage body connected to the electric motor; a power receiving unit that receives power from the external power source; a charger connected to the power receiving unit and the power storage body; and a control system that has a processor and a memory that are connected in a manner that can communicate with each other and controls the electric motor. As driving modes of the electric vehicle, there are a first driving mode and a second driving mode in which the regenerative power during vehicle braking is smaller than the regenerative power in the first driving mode. The control system executes the first driving mode during non-power supply that stops the charger, and executes the second driving mode during driving power supply that operates the charger.

[0007] Technical Effects According to the present disclosure, power supply efficiency can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 It is a diagram showing a configuration example of an electric vehicle according to an embodiment of the present disclosure.

[0009] Figure 2 This is a diagram showing an example of a power supply lane set in a dedicated road for automobiles or the like.

[0010] Figure 3 is from Figure 1 The direction of arrow III shows the diagram of the electric vehicle and the power supply equipment.

[0011] Figure 4 It is a diagram showing an example of an electric vehicle and a control system.

[0012] Figure 5 This is a diagram showing an example of a basic configuration of a control unit.

[0013] Figure 6 This is a flowchart showing an example of the execution procedure of the mode switching control.

[0014] Figure 7 This is a timing chart showing an example of the operation status of various devices in mode switching control.

[0015] Figure 8 This is a diagram showing an example of a running condition of an electric vehicle.

[0016] Fig. 9 It is a diagram showing a configuration example of an electric vehicle according to another embodiment of the present disclosure.

[0017] Fig.10 This is a timing chart showing an example of the operation status of various devices in mode switching control.

[0018] Explanation of symbols 10…electric vehicle; 11…travel motor (electric motor); 16…rear wheel (wheel); 24…battery module (power storage body); 26…charger; 28…collection unit (power receiving unit); 40…front wheel (wheel); 41…brake device (friction brake); 60…control system; 70…processor; 71…main memory (memory); 80…electric vehicle; 81…engine; 84…travel motor (electric motor); 107…commercial power supply (external power supply). DETAILED DESCRIPTION

[0019] Hereinafter, embodiments of the present invention will be described in detail based on the drawings. It should be noted that in the following description, the same or substantially the same structures and elements are denoted by the same reference numerals and repeated descriptions are omitted.

[0020] <First Embodiment> <Vehicle Overview> Figure 1 1 is a diagram showing a configuration example of an electric vehicle 10 according to an embodiment of the present disclosure. Figure 1 As shown, an electric vehicle 10 as an electric vehicle has an electric axle 13 including a travel motor 11 and a differential 12. The travel motor 11 is connected to the differential 12 via a gear train 14, and the differential 12 is connected to a rear wheel 16 via an axle 15. In this way, the travel motor (electric motor) 11 is connected to the rear wheel (wheel) 16.

[0021] The driving motor 11 is connected to a converter 21 via a power line 20, and a battery pack 23 is connected to the converter 21 via a power line 22. It should be noted that the battery pack 23 has a battery module 24 composed of a plurality of battery cells. In addition, a charger 26 is connected to the power line 22 via a power line 25, and a power collection unit 28 is connected to the charger 26 via a power line 27. In this way, the battery module (power storage body) 24 is connected to the driving motor 11, and the charger 26 is connected to the power collection unit (power receiving unit) 28 and the battery module 24.

[0022] Overhead wires 101a and 101b of a power supply facility 100 installed in the power supply lane L1 of the dedicated road are located above the electric vehicle 10. In addition, a power collection unit 28 installed on the upper body of the electric vehicle 10 has pantographs 30a and 30b that can move up and down. Figure 1 As shown by the arrow α in the middle, by lifting the pantographs 30a and 30b of the power collection unit 28, the sliders 31a and 31b of the pantographs 30a and 30b can be brought into contact with the overhead wires 101a and 101b. In this way, by bringing the sliders 31a and 31b into contact with the overhead wires 101a and 101b, the battery module 24 is connected to the overhead wires 101a and 101b via the charger 26 and the power collection unit 28. As a result, the electric vehicle 10 can receive power supply from the overhead wires 101a and 101b during travel, and the capacity of the battery module 24 can be reduced while fully ensuring the cruising distance.

[0023] <Power supply equipment> Figure 2 1 is a diagram showing an example of a power supply lane L1 set in a dedicated road for automobiles, etc. Figure 3 is from Figure 1 The arrow III direction shows the electric vehicle 10 and the power supply device 100 .

[0024] like Figure 2 As shown in FIG. 1 , three driving lanes La, Lb, and Lc are set on the dedicated road for automobiles. Figure 2 As shown in the middle hatching, a power supply lane L1 having overhead wires 101a and 101b is provided over a predetermined distance in the travel lane La. Also, as shown in the enlarged portion, a pole 102 for suspending the overhead wires 101a and 101b is provided on the roadside of the power supply lane L1.

[0025] like Figure 3 As shown, the pole 102 constituting the power supply equipment 100 has a bracket 104a supporting the hanger wire 103a on the positive side and a bracket 104b supporting the hanger wire 103b on the negative side. The overhead wire 101a on the positive side is suspended from the hanger wire 103a via the hanger 105a, and the overhead wire 101b on the negative side is suspended from the hanger wire 103b via the hanger 105b. In addition, a commercial power supply (external power supply) 107 is connected to the overhead wires 101a and 101b via a power supply device 106. The power supply device 106 is assembled with an AC / DC converter 108 and the like, and the power supply device 106 converts the AC power from the commercial power supply 107 into DC power and supplies it to the overhead wires 101a and 101b.

[0026] <Vehicle structure> Figure 4 is a diagram showing an example of an electric vehicle 10 and a control system 60. As described above, a battery pack 23 is connected to the driving motor 11 via a converter 21. In addition, a collector unit 28 is connected to the power supply line 22 connecting the battery pack 23 and the converter 21 via a charger 26 as a power conversion device. A battery module 24 composed of a plurality of battery cells is provided in the battery pack 23, and a battery control unit 32 for monitoring the charging and discharging of the battery module 24 is provided. In addition, a battery sensor 33 for detecting a charging and discharging current, a terminal voltage, etc. is provided in the battery pack 23. The battery control unit 32 as an electronic control unit has a function of calculating the charging state of the battery module 24, i.e., SOC (State of Charge), based on the charging and discharging current, the terminal voltage, etc. detected by the battery sensor 33.

[0027] A motor control unit 34 as an electronic control unit is connected to the converter 21 that converts DC power into AC power. The motor control unit 34 controls the power-on state of the travel motor 11 by controlling the converter 21 composed of a plurality of switching elements, etc., to control the motor torque (power running torque, regeneration torque). When the travel motor 11 is controlled to the power running state, power is supplied from the battery module 24 to the stator 11a via the converter 21. On the other hand, when the travel motor 11 is controlled to the regenerative state, that is, the power generation state, power is supplied from the stator 11a to the battery module 24 via the converter 21.

[0028] A power supply control unit 35 as an electronic control unit is connected to the charger 26 and the power collection unit 28. The power supply control unit 35 controls the raising and lowering of the pantographs 30a and 30b by controlling the power collection unit 28. In addition, the power supply control unit 35 controls the charger 26 composed of a DC / DC converter and the like, thereby stepping down the DC power received from the overhead wires 101a and 101b and supplying it to the battery module 24. It should be noted that power can be supplied not only from the charger 26 to the battery module 24, but also from the charger 26 to the travel motor 11 via the converter 21.

[0029] The electric vehicle 10 has a brake device (friction brake) 41 for braking the front wheel 40 and the rear wheel 16. The brake device 41 has a master cylinder 43 that outputs brake fluid pressure in conjunction with a brake pedal 42, a brake caliper 45 that brakes the disc rotor 44 of the front wheel 40 and the rear wheel 16, and a brake actuator 46 that adjusts the brake fluid pressure of each brake caliper 45. The brake actuator 46 has an electric pump, an accumulator, and a solenoid valve, etc., which are not shown, in order to adjust the brake fluid pressure. In addition, a brake control unit 47 as an electronic control unit is connected to the brake actuator 46.

[0030] The electric vehicle 10 has a front camera 50 for photographing the front of the vehicle, and a front radar 51 for detecting the distance to an object located in front of the vehicle. A driving control unit 52 as an electronic control unit is connected to the front camera 50 and the front radar 51. The driving control unit 52 controls the driving motor 11 and the brake actuator 46 based on the image data from the front camera 50, the distance data from the front radar 51, etc., and performs automatic driving control in the power supply lane L1, etc. It should be noted that the automatic driving control performed by the driving control unit 52 also includes driving assistance control that automatically performs a part of the driving operation. As driving assistance control, for example, there is adaptive cruise control that accelerates and decelerates while following the vehicle in front, there is also lane keeping control that steers the wheels in a manner that does not leave the driving lane, and there is automatic braking control that brakes the wheels when approaching other vehicles, etc.

[0031] <Control system> The electric vehicle 10 has a control system 60 composed of a plurality of electronic control units in order to control the electric bridge 13, the charger 26, the brake device 41, etc. As the electronic control units constituting the control system 60, there are the battery control unit 32, the motor control unit 34, the power supply control unit 35, the brake control unit 47, and the driving control unit 52. In addition, as the electronic control unit constituting the control system 60, there is a centralized control unit 61 that outputs control signals to each control unit 32, 34, 35, 47, 52. These control units 32, 34, 35, 47, 52, 61 are connected to each other via a communication network 62 such as CAN (Controller Area Network). The centralized control unit 61 sets the operation targets of the electric bridge 13, the charger 26, the brake device 41, etc. based on the input data from the various control units 32, 34, 35, 47, 52 and the various sensors described later. Then, control signals corresponding to the operation targets of the electric axle 13 , the charger 26 , the brake device 41 , etc. are generated, and these control signals are output to various control units 32 , 34 , 35 , 47 , 52 .

[0032] As sensors connected to the centralized control unit 61, there is an acceleration sensor 63 that detects the operation status of the accelerator pedal, and there is a brake sensor 64 that detects the operation status of the brake pedal 42. In addition, as sensors connected to the centralized control unit 61, there is a vehicle speed sensor 65 that detects the running speed of the electric vehicle 10, that is, the vehicle speed, and there is a slope sensor 66 that detects the slope of the running road surface. It should be noted that a start switch 67 that is manually operated when starting the control system 60 is connected to the centralized control unit 61.

[0033] Figure 5 is a diagram showing an example of the basic structure of the control units 32, 34, 35, 47, 52, and 61. Figure 5 As shown, the control units 32, 34, 35, 47, 52, and 61 as the electronic control units have a microcontroller 72 in which a processor 70 and a main memory (memory) 71 are assembled. A predetermined program is stored in the main memory 71, and the program is executed by the processor 70. The processor 70 and the main memory 71 are connected in a manner that allows communication with each other. It should be noted that a plurality of processors 70 may be assembled in the microcontroller 72, and a plurality of main memories 71 may be assembled in the microcontroller 72.

[0034] In addition, the control units 32, 34, 35, 47, 52, and 61 include an input circuit 73, a drive circuit 74, a communication circuit 75, an external memory 76, and a power supply circuit 77. The input circuit 73 converts signals input from various sensors into signals that can be input to the microcontroller 72. The drive circuit 74 generates drive signals for various devices such as the above-mentioned converter 21 and the charger 26 based on the signals output from the microcontroller 72. The communication circuit 75 converts the signals output from the microcontroller 72 into communication signals directed to other control units. In addition, the communication circuit 75 converts the communication signals received from other control units into signals that can be input to the microcontroller 72. In addition, the power supply circuit 77 supplies a stable power supply voltage to the microcontroller 72, the input circuit 73, the drive circuit 74, the communication circuit 75, the external memory 76, and the like. In addition, the external memory 76 composed of a nonvolatile memory and the like stores programs and various data.

[0035] <Mode switching control: flow chart> Next, the mode switching control for switching the running mode of the electric vehicle 10 will be described. Figure 6 This is a flowchart showing an example of the execution procedure of the mode switching control. Figure 6 Each step of the mode switching control shown is a step executed by the processor 70 constituting the control system 60. Figure 6 The illustrated mode switching control is a control that is executed by the control system 60 at every predetermined period after the control system 60 is activated by the activation switch operation.

[0036] As driving modes of the electric vehicle 10, there is a normal driving mode (first driving mode) executed when the vehicle is not powered from the overhead wires 101a and 101b, and there is a powered driving mode (second driving mode) executed when the vehicle is powered from the overhead wires 101a and 101b. In addition, the normal driving mode of the electric vehicle 10 refers to a driving mode in which regenerative braking of the driving motor 11 is allowed, and the powered driving mode of the electric vehicle 10 refers to a driving mode in which regenerative braking of the driving motor 11 is prohibited. In other words, the powered driving mode is a driving mode in which the regenerative power during vehicle braking is controlled to zero, and the regenerative power during vehicle braking is smaller than the regenerative power of the normal driving mode.

[0037] like Figure 5As shown, the control system 60 enters step S10 and executes a normal driving mode that allows regenerative braking of the driving motor 11. Next, the control system 60 enters step S11 to determine whether a predetermined power supply start condition is met. Here, the power supply start condition refers to a condition for starting to supply power to the electric vehicle 10 from the overhead lines 101a, 101b. As an example of the power supply start condition, the electric vehicle 10 is traveling on the power supply lane L1 and the SOC of the battery module 24 is lower than a predetermined threshold.

[0038] If it is determined in step S11 that the power supply start condition is satisfied, the control system 60 proceeds to step S12 to execute the power supply travel mode in which the regenerative braking of the travel motor 11 is prohibited. In addition, the control system 60 proceeds to step S13 to start acquiring the power (hereinafter referred to as the power supply power) supplied from the overhead wires 101a and 101b to the electric vehicle 10 by raising the pantographs 30a and 30b and operating the charger 26. In addition, in the power supply travel mode, the control system 60 controls the vehicle speed of the electric vehicle 10 by controlling the travel motor 11 and the brake device 41 so as to maintain a predetermined target vehicle speed.

[0039] Next, the control system 60 proceeds to step S14 to determine whether a predetermined power supply stop condition is satisfied. Here, the power supply stop condition refers to a condition for stopping the supply of power from the overhead lines 101a and 101b to the electric vehicle 10. Examples of the power supply stop condition include a case where the electric vehicle 10 is not traveling on the power supply lane L1 and a case where the SOC of the battery module 24 exceeds a predetermined threshold.

[0040] If it is determined in step S14 that the power supply stop condition is not satisfied, the control system 60 proceeds to step S12 to continue the power supply travel mode, and proceeds to step S13 to continue to obtain the supplied power. On the other hand, if it is determined in step S14 that the power supply stop condition is satisfied, the control system 60 proceeds to step S15 to stop obtaining the supplied power by stopping the charger 26 and lowering the pantographs 30a and 30b. In addition, the control system 60 proceeds to step S16 to execute the normal travel mode in which the regenerative braking of the travel motor 11 is allowed.

[0041] <Mode switching control: timing diagram> Figure 7 is a timing chart showing an example of the operating conditions of various devices in mode switching control. Figure 7 FIG. 1 shows a situation where the electric vehicle 10 maintains a constant vehicle speed. Figure 7As shown at time t1, in the normal driving mode (symbol a1) without obtaining the supplied power, when the driving road surface is uphill (symbol b1), the driving motor 11 is controlled to the power running state (symbol c1). In addition, as shown at time t2, in the normal driving mode (symbol a2) without obtaining the supplied power, when the driving road surface is downhill (symbol b2), the driving motor 11 is controlled to the regeneration state (symbol c2).

[0042] Thereafter, as shown at time t3, if the electric vehicle 10 enters the power supply lane L1 and the power supply start condition is satisfied, the driving mode is switched from the normal driving mode to the power supply driving mode (symbol a3), and the charger 26 is operated to increase the power supply to the predetermined target power P1 (symbol d1). In addition, as shown at time t4, in the power supply driving mode for obtaining the power supply (symbol a4), when the driving road surface is uphill (symbol b3), the driving motor 11 is controlled to the power running state (symbol c3). In addition, as shown at time t5, in the power supply driving mode for obtaining the power supply (symbol a5), when the driving road surface is downhill (symbol b4), the braking force of the brake device 41 is increased without controlling the driving motor 11 to the regenerative state (symbol c4, e1).

[0043] like Figure 7 As shown at time t5, in the power supply driving mode for obtaining the supplied power, when driving downhill while maintaining the target vehicle speed, it is necessary to brake the electric vehicle 10 to suppress the increase in vehicle speed. Here, as described above, when driving downhill in the power supply driving mode, the control system 60 increases the braking force of the brake device 41 without controlling the driving motor 11 to a regenerative state. That is, when the control system 60 brakes the vehicle in the power supply driving mode, the brake device 41 is operated without regenerative braking of the driving motor 11. In this way, by limiting the regenerative power of the driving motor 11, the power supply efficiency from the overhead lines 101a, 101b to the electric vehicle 10 can be improved.

[0044] That is, Figure 7 As shown by the dotted line x1, if the driving motor 11 is regeneratively braked when the vehicle is braked in the power driving mode, not only the power supply power but also the regenerative power is supplied to the battery module 24. At this time, due to the output characteristics of the battery module 24, the regenerative power cannot be input to the battery module 24, and the power supply power may be cut off as shown by the dotted line x2. In this way, the cut-off of the power supply power is the main reason for the reduction of the power supply efficiency. Therefore, by limiting the regenerative braking of the driving motor 11, the supply of the power supply power is maintained and the power supply efficiency is improved.

[0045] In the above description, the regenerative braking of the running motor 11 is prohibited when the vehicle is braked in the power running mode, but the present invention is not limited to this. Figure 7 As shown by the double-dashed line x3, the travel motor 11 can also be regeneratively braked within a range that does not affect the power supplied by the battery module 24. In this way, even if regenerative braking is allowed in the power supply travel mode, under the condition that the target braking force of the electric vehicle 10 is the same, the regenerative power generated in the power supply travel mode is smaller than the regenerative power generated in the normal travel mode.

[0046] <Power-supply driving mode> In the above description, the control system 60 executing the power-supply driving mode controls the driving motor 11 and the brake device 41 in such a manner as to maintain the target vehicle speed, but the present invention is not limited thereto. Figure 1 As shown, when there is a preceding vehicle 110, the control system 60 controls the travel motor 11 and the brake device 41 in such a manner that the inter-vehicle distance D1 between the preceding vehicle 110 is kept constant. Thus, even when the preceding vehicle 110 decelerates suddenly, excessive deceleration of the electric vehicle 10 can be avoided, thereby preventing regenerative braking of the travel motor 11 and improving power supply efficiency.

[0047] Figure 8 1 is a diagram showing an example of the driving condition of the electric vehicle 10. Figure 8 As shown, the power supply lane L1 is sometimes also arranged in a curved manner. In this case, the control system 60 can also determine the curvature of the power supply lane L1 based on the image data of the front camera 50, and control the brake device 41 based on the curvature of the power supply lane L1. For example, if it is determined that the curvature of the power supply lane L1 located in front of the vehicle is large, the control system 60 operates the brake device 41 in advance to reduce the vehicle speed. In this way, by feed-forward control of the brake device 41, even if the electric vehicle 10 switches from straight driving to turning driving, excessive deceleration of the electric vehicle 10 can be avoided, thereby preventing regenerative braking of the driving motor 11 and improving power supply efficiency.

[0048] The control system 60 can also determine the road slope in front of the vehicle based on the image data of the front camera 50, and control the brake device 41 based on the determined road slope. For example, if it is determined that the downhill slope of the power supply lane L1 located in front of the vehicle is large, the control system 60 operates the brake device 41 in advance to reduce the vehicle speed. In this way, by performing feedforward control on the brake device 41, even if the electric vehicle 10 moves downhill, it is possible to avoid excessive deceleration of the electric vehicle 10, thereby preventing regenerative braking of the travel motor 11 and improving power supply efficiency.

[0049] The control system 60 controls the steering motor provided in the steering mechanism (not shown) so that the electric vehicle 10 travels approximately in the center of the power supply lane L1. As a result, the contact between the pantographs 30a, 30b and the overhead wires 101a, 101b can be properly maintained, and the power supply efficiency can also be improved from this aspect. In addition, if an obstacle 120 is detected in front of the vehicle, the control system 60 operates the braking device 41 in advance to reduce the vehicle speed. In this way, by performing feedforward control on the braking device 41, excessive deceleration of the electric vehicle 10 can be avoided when the electric vehicle 10 avoids the obstacle 120, thereby preventing regenerative braking of the travel motor 11 and improving the power supply efficiency.

[0050] <Second Embodiment> exist Figure 1 In the example shown, an electric car is used as the electric vehicle 10, but the present invention is not limited thereto, and a hybrid vehicle may be used as the electric vehicle 80. Fig. 9 FIG. 8 is a diagram showing a configuration example of an electric vehicle 80 according to another embodiment of the present disclosure. Fig. 9 In, with Figure 1 The same components as those shown are denoted by the same reference numerals and their description is omitted.

[0051] like Fig. 9 As shown, an electric vehicle 80 as a hybrid vehicle has a power unit 83 composed of an engine 81 and a transmission 82. In addition, a travel motor 84 is assembled in the transmission 82, and a clutch 85 is provided between the engine 81 and the travel motor 84. In addition, the rear wheel 16 is connected to the output shaft 86 of the transmission 82 via a propeller shaft 87, a differential 88, and an axle 89. In this way, the engine 81 is connected to the rear wheel (wheel) 16, and the travel motor (electric motor) 84 is connected to the rear wheel 16.

[0052] The driving motor 84 is connected to the converter 21 via the power line 20, and the battery pack 23 is connected to the converter 21 via the power line 22. In addition, the charger 26 is connected to the power line 22 via the power line 25, and the charger 26 is connected to the power collection unit 28 via the power line 27. In this way, the battery module (power storage body) 24 is connected to the driving motor 84, and the charger 26 is connected to the power collection unit (power receiving unit) 28 and the battery module 24.

[0053] In addition, the engine 81 of the power unit 83 is connected to an engine control unit 90 constituting a part of the control system 60. The engine control unit 90, which is an electronic control unit, outputs a control signal to a throttle valve, an injector, an ignition coil, etc. (not shown) to control the engine torque on the acceleration side or the deceleration side. That is, the engine control unit 90 can control the engine torque on the deceleration side, that is, the engine brake, by controlling the throttle valve to the closing side or cutting off the fuel injection of the injector.

[0054] <Mode switching control: timing diagram> Fig.10 is a timing chart showing an example of the operating conditions of various devices in mode switching control. Fig.10 In, with Figure 7 Similarly, the electric vehicle 80 is shown to maintain a constant vehicle speed.

[0055] like Fig.10 As shown at time t1, in the normal driving mode (symbol a1) without obtaining the supplied power, when the driving road surface is uphill (symbol b1), the driving motor 84 is controlled to the power running state (symbol c1). In addition, as shown at time t2, in the normal driving mode (symbol a2) without obtaining the supplied power, when the driving road surface is downhill (symbol b2), the driving motor 84 is controlled to the regeneration state (symbol c2). It should be noted that in the normal driving mode, when the SOC of the battery module 24 exceeds the predetermined lower limit value, the engine 81 is kept in the stopped state from the viewpoint of improving fuel efficiency.

[0056] In addition, as shown at time t3, if the electric vehicle 80 enters the power supply lane L1 and the power supply start condition is satisfied, the driving mode is switched from the normal driving mode to the power supply driving mode (symbol a3), and the charger 26 is operated to increase the power supply to the predetermined target power P1 (symbol d1). In addition, as shown at time t4, in the power supply driving mode (symbol a4) for obtaining the power supply, when the driving road surface is uphill (symbol b3), the engine torque is controlled to the acceleration side (symbol e1), and the motor torque of the driving motor 84 is controlled to zero (symbol c3). In addition, as shown at time t5, in the power supply driving mode (symbol a5) for obtaining the power supply, when the driving road surface is downhill (symbol b4), the engine brake is generated without controlling the driving motor 84 to the regenerative state, and the braking force of the brake device 41 is increased (symbols c4, e2, f1).

[0057] like Fig.10As shown at time t5, in the power supply driving mode for obtaining the supplied power, when driving downhill while maintaining the target vehicle speed, it is necessary to brake the electric vehicle 80 to suppress the increase in vehicle speed. Here, as described above, when driving downhill in the power supply driving mode, the control system 60 generates engine braking without controlling the driving motor 84 to a regenerative state, and increases the braking force of the brake device 41. That is, when the control system 60 brakes the vehicle in the power supply driving mode, the engine braking and the brake device 41 are operated without regenerative braking of the driving motor 84. In this way, by limiting the regenerative power of the driving motor 84 when the vehicle is braked, the power supply efficiency from the overhead lines 101a, 101b to the electric vehicle 80 can be improved, similar to the above-mentioned electric vehicle 10.

[0058] In addition, as shown at time t4, in the power supply driving mode for obtaining the supplied power, when driving uphill while maintaining the target vehicle speed, it is necessary to accelerate the electric vehicle 80 to suppress the reduction in vehicle speed. Here, as described above, when driving uphill in the power supply driving mode, the control system 60 generates engine torque on the acceleration side without controlling the driving motor 84 to the power running state. In this way, by controlling the motor torque of the driving motor 84 to zero, the driving motor 84 can be controlled to be disconnected from the battery module 24 and the charger 26. From this aspect, the power supply efficiency from the overhead lines 101a and 101b to the electric vehicle 80 can also be improved.

[0059] It should be noted that Fig.10 In the example shown, regenerative braking of the travel motor 84 is prohibited when the vehicle is braked in the power-supply travel mode, but the present invention is not limited to this. For example, regenerative braking of the travel motor 84 may be enabled within a range that does not affect the power supply obtained by the battery module 24. In this way, even if regenerative braking is allowed in the power-supply travel mode, under the condition that the target braking force of the electric vehicle 80 is the same, the regenerative power generated in the power-supply travel mode is smaller than the regenerative power generated in the normal travel mode. In addition, in Fig.10 In the example shown, the motor torque of the travel motor 84 is controlled to zero when the vehicle is accelerating in the power-supply travel mode, but the present invention is not limited thereto. For example, the travel motor 84 may be controlled to a power running state when the vehicle is accelerating in the power-supply travel mode.

[0060] <Other Implementation Methods> The present disclosure is not limited to the above-mentioned embodiments, and various changes can be made without departing from the scope of the main purpose. For example, in the above description, the control system 60 is composed of 6 control units 32, 34, 35, 47, 52, and 61, but it is not limited to this. For example, the control system 60 can also be composed of one control unit, or it can be composed of multiple control units. In addition, the electric vehicles 10 and 80 shown in the figure are rear-wheel drive electric vehicles, but they are not limited to this. They can also be front-wheel drive electric vehicles, and they can also be all-wheel drive electric vehicles. In addition, the electric vehicle 80 shown in the figure is a parallel hybrid vehicle, but it is not limited to this. It can also be a series hybrid vehicle, and it can also be a series-parallel hybrid vehicle.

[0061] In the above description, overhead lines 101a and 101b are arranged above the vehicle, but the invention is not limited to this, and overhead lines may be arranged on the side of the vehicle, or may be arranged below the vehicle. For example, when overhead lines are arranged on the guardrail on the side of the vehicle, a collector arm extending laterally relative to the electric vehicle is arranged, and the collector arm is brought into contact with the overhead line, so that power can be supplied during driving. In addition, the power supply device 100 shown in the figure is a contact-type, i.e., conductive-type power supply device, but the invention is not limited to this, and may be a non-contact-type, i.e., inductive-type power supply device. In addition, the electric vehicles 10 and 80 shown in the figure receive DC power from the power supply device 100, but the invention is not limited to this, and may receive AC power from the power supply device 100.

Claims

1. An electric vehicle, characterized in that: It is powered from an external power source during driving. The electric vehicle has: an electric motor coupled to the wheels; an electric storage body connected to the electric motor; a power receiving unit that receives power from the external power source; a charger connected to the power receiving unit and the power storage body; and a control system including a processor and a memory connected in a communicative manner to control the electric motor, The driving modes of the electric vehicle include a first driving mode and a second driving mode in which the regenerative power during vehicle braking is smaller than the regenerative power in the first driving mode. The control system executes the first running mode during non-power supply in which the charger is stopped, and executes the second running mode during power supply for running in which the charger is operated.

2. The electric vehicle according to claim 1, characterized in that: The control system prohibits regenerative braking of the electric motor in the second travel mode.

3. The electric vehicle according to claim 1, characterized in that: The electric vehicle has friction brakes for braking the wheels. The control system operates the friction brake when the vehicle is braked in the second travel mode.

4. The electric vehicle according to claim 3, characterized in that: The control system operates the friction brake without causing the electric motor to perform regenerative braking when braking the vehicle in the second travel mode.

5. The electric vehicle according to claim 1, characterized in that: The electric vehicle has an engine connected to wheels. The control system operates the engine brake when the vehicle is braked in the second travel mode.

6. The electric vehicle according to claim 5, characterized in that: The control system operates engine braking without causing regenerative braking of the electric motor when the vehicle is braked in the second travel mode.

7. The electric vehicle according to claim 1, characterized in that: The electric vehicle has: Friction brakes, which brake the wheels; and The engine is connected to the wheels. The control system operates the friction brake and the engine brake when braking the vehicle in the second travel mode.

8. The electric vehicle according to claim 7, characterized in that: The control system operates the friction brake and the engine brake without causing the electric motor to perform regenerative braking when braking the vehicle in the second travel mode.

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