Control unit for an electric vehicle

Abstract

A control device (70) for an electric vehicle (10) driven by an electric motor (20) operated based on an amount of electric charge supplied by a battery (30), the control device (70) comprising: a prediction device (71) configured to calculate a predicted remaining amount of charge of the battery (30) that will remain upon arrival of the vehicle (10) at a destination; a notification control device (72) configured to cause a notification device (50) to provide a notification based on the predicted remaining charge amount of the battery (30); and an apparatus control device (73) configured to limit operation of apparatuses used for purposes other than driving the vehicle (10) in response to an amount of energy for non-driving purposes of the battery (30) gradually approaching an upper limit of an available range of excess charge of the battery (30), wherein the prediction device (71) is configured to calculate the predicted remaining charge amount of the battery (30) based on a predicted continuous charge amount consumption, which is a consumption of charge amount continuously consumed in the vehicle (10), and a predicted amount of energy for a driving purpose required for the vehicle (10) to drive to the destination, the prediction device (71) is arranged to calculate, based on the predicted remaining charge amount of the battery (30), the available range of excess charge amount of the battery (30) available for non-driving purposes, the notification control device (72) is configured to provide the notification to a user of the vehicle (10) in response to the amount of non-driving energy of the battery (30), which is an amount of energy of the battery (30) used for purposes other than driving the vehicle (10), gradually approaching the upper limit of the available range of excess charge of the battery (30), and the apparatus control device (73) is arranged, in response to the amount of energy for non-driving purposes of the battery (30) gradually approaching the upper limit of the available range of excess charge amount of the battery (30), to control the apparatuses so that they switch between a first operating mode in which the operation of the apparatuses is limited and a second operating mode in which the operation of the apparatuses is not limited, based on operations of a mode switching device installed in the vehicle (10).

Description

BackgroundTechnical area

[0001] This invention relates to a control device for an electric vehicle. State of the art

[0002] A conventional control device for a vehicle is known, which includes a plan acquisition device, a destination prediction device, a travel planning device (or trip planning device), and a power generation controller (or power generation controller). The plan acquisition device acquires a plan of an occupant of the vehicle. Based on past and future plans and date and time information acquired by the plan acquisition device, the destination prediction device predicts a future destination including a destination not registered in the plans. The travel planning device generates plan information indicating a travel plan of the vehicle for the future plan in response to a route to the destination predicted by the destination prediction device.The charge generation control device controls a generator according to the future plan based on the schedule information generated by the schedule device.

[0003] An electric vehicle with an autonomous driving function is used by a user as a means of transportation to a destination. Specifically, such an electric vehicle can be used as a waiting room until arriving at the destination. Specific uses include watching movies with a video player installed in the vehicle, trimming hair with a hairdryer, heating coffee with a heater, and the like, depending on the user's preferences. To use these devices in the electric vehicle, it is necessary to ensure that a battery mounted in (or on) the electric vehicle has sufficient charge (or power) to operate these devices. In this regard, the known control device, as disclosed in JP 2019-131112 A, controls the generator based solely on the vehicle's driving schedule.However, in cases where the user uses the devices for a long period of time, the vehicle may not be able to reach the destination due to a depleted battery.

[0004] Such a problem is common not only in electric vehicles with an autonomous driving function, but also in electric vehicles without an autonomous driving function.

[0005] In view of this, it is an object of the present invention to have an apparatus for controlling an electric vehicle that enables the electric vehicle to arrive at a destination more reliably while being able to use apparatuses.

[0006] Furthermore, the document DE 10 2012 001 174 A1 discloses a method for controlling a hybrid drive for a vehicle and a hybrid drive, the document DE 10 2013 016 569 A1 discloses an operating method for a hybrid drive, in particular for selecting optimal operating modes of the hybrid drive along a travel route, the document DE 10 2013 013 954 A1 discloses a drive device for a hybrid vehicle, the document US 2010 / 0 121 590 A1 discloses a system, program and method for travel assistance, the document US 2019 / 0 126 772 A1 discloses an electric vehicle, the document JP 2014 - 7 835 A discloses a power supply control device and the document WO 2018 / 077 315 ​​A1 discloses a method for operating a control device of a motor vehicle for an adaptive Energy saving mode as well as a control device and a motor vehicle. Summary

[0007] A control device for an electric vehicle according to the present invention is provided in independent claim 1. Advantageous developments of the invention are described in the subclaims.

[0008] One aspect provides a control device for an electric vehicle driven by an electric motor that operates based on an amount of electric charge (or power) supplied by a battery. In the control device, a prediction device is configured to calculate a predicted remaining amount of charge of the battery that will remain upon arrival of the vehicle at a destination. A notification control device is configured to cause a notification device to provide a notification based on the predicted remaining amount of charge of the battery.

[0009] This configuration allows a user of the electric vehicle to determine, based on the notification provided by the notification device, whether there is a sufficient remaining battery charge (or sufficient amount of remaining power) at the time the vehicle reaches its destination. If it is determined that there is sufficient remaining battery charge, the user is permitted to use devices that are not used for driving purposes, that is, for purposes other than driving the vehicle. If it is determined that there is insufficient remaining battery charge, the user will refrain from using the devices. Therefore, a situation in which the remaining battery charge is exhausted before the vehicle reaches its destination is less likely to occur.This allows the vehicle to reach the destination more reliably while the equipment can be used.

[0010] The electric vehicle control device according to the present invention enables the electric vehicle to arrive at a destination more reliably while being able to use apparatus. Brief description of the drawings

[0011] In the accompanying drawings: Fig. 1 is a schematic block diagram of an electric vehicle according to a first embodiment; Fig. 2 is a flowchart of processing steps performed by a prediction ECU according to the first embodiment; Fig. 3 is a schematic block diagram of an electric vehicle according to a second embodiment; and Fig. 4 is a flowchart of processing steps performed by a prediction ECU according to the second embodiment. Description of specific embodiments

[0012] An apparatus for controlling an electric vehicle according to an embodiment will be described below with reference to the accompanying drawings. To facilitate understanding, identical reference numerals have been used, wherever possible, to denote identical elements that appear in all figures. Duplicate descriptions thereof are omitted. First embodiment

[0013] A schematic configuration of a vehicle 10 will now be described with reference to Fig. 1. The Fig. The vehicle 10 illustrated in Figure 1 is an electric vehicle powered by a motor generator 20 as a charge source (or power source). The vehicle 10 includes a battery 30, a navigation device 40, a notification device 50, and apparatus 60.

[0014] The battery 30 is a secondary battery, such as a rechargeable lithium-ion battery or similar.

[0015] The motor generator 20 is driven by electric power supplied from the battery 30 via an inverter device (not shown). The power output from the driven motor generator 20 is transmitted to the wheels of the vehicle 10 via a gear mechanism or the like, thereby traveling the vehicle 10. During deceleration of the electric vehicle 10, the motor generator 20 regenerates electric power based on the power transmitted from the wheels to the motor generator 20. The regenerated electric power from the motor generator 20 is supplied to charge the battery 30 via the inverter device. In the present embodiment, the motor generator 20 corresponds to an electric motor.

[0016] The navigation device 40 guides a driver along the travel path of the vehicle 10. For example, given a destination set by the driver, the navigation device 40 sets a route for the vehicle 10 from the current location to the destination and displays the route or provides the driver with an audible notification of the route. The navigation device 40 pre-stores map information, road information, and the like.

[0017] The notification device 50 provides various notifications to one or more users of the vehicle 10. The notification device 50 may include a display device that provides notifications by displaying images, a speaker device that provides audio notifications, and other types of devices. The notification device 50 may redirect the display function or the audio function of the navigation device 40. In the present embodiment, the notification device 50 corresponds to a notification device.

[0018] The devices 60 are various devices that the user uses in the vehicle 10 according to their taste. The devices 60 are powered by electrical charge or charge amount supplied by the battery 30 and may include, for example, a video player for watching movies, a dryer for trimming hair, and a heater for heating coffee. The devices 60 may further include a mobile terminal such as a smartphone or the like owned by the user, a refrigerator, a microwave, or other devices. The devices 60 include not only devices already installed in the vehicle 10 but also devices that the user has brought into the vehicle 10. The devices that the user has brought into the vehicle 10 can be used by plugging them into an electrical outlet provided in the vehicle 10.In the present embodiment, the devices 60 correspond to devices used for non-driving purposes, ie, for purposes other than driving the vehicle 10 or causing the vehicle 10 to drive or move.

[0019] The vehicle 10 includes an electric vehicle (EV) ECU 21, a motor generator (MG) ECU 22, a battery ECU 31, an apparatus ECU 61, and a prediction ECU 70. "ECU" is an abbreviation for electronic control unit. Each of the ECUs 21, 22, 31, 61, 70 is configured around a microcomputer including a central processing unit (CPU) and a read-only memory (ROM), a random access memory (RAM), a non-volatile memory device, and other components. Various functions of each of the ECUs 21, 22, 31, 61, 70 may be implemented by the CPU executing computer programs pre-stored in the ROM or the like.

[0020] The EV-ECU 21 is responsible for the overall control of the vehicle 10. For example, the EV-ECU 21 performs normal driving control for driving the vehicle 10 in response to driver operations and autonomous driving control for autonomously driving the vehicle 10. In both normal driving control and autonomous driving control, the EV-ECU 21 calculates torque commands indicating the torques to be output by the motor generator 20 to accelerate or decelerate the vehicle 10 and transmits the calculated torque commands to the MG-ECU 22. The MG-ECU 22 controls the motor generator 20 so that the output torque of the motor generator 20 approaches the torque command.

[0021] The MG-ECU 22 acquires power consumption information of the motor generator 20 and sequentially transmits the power consumption information to the EV-ECU 21. Based on the power consumption information of the motor generator 20 received by the MG-ECU 22, the EV-ECU 21 calculates a power consumption of the motor generator 20 per unit distance traveled by the vehicle 10 and stores the calculated power consumption of the motor generator 20 per unit distance traveled in the non-volatile memory device to create a database. The EV-ECU 21 calculates a continuous power consumption (orcontinuous) charge amount consumption of the motor generator 20 per unit distance traveled by the vehicle 10 by detecting a continuous charge amount consumption, which is a continuous amount of charge consumed in the vehicle 10, such as a charge amount consumption of accessories of the vehicle 10. The EV-ECU 21 stores the continuous charge amount consumption of the motor generator 20 per unit distance traveled by the vehicle 10 in the non-volatile memory device to create a database.

[0022] The battery ECU 31 detects a state of charge (SOC) value of the battery 30 and manages the state of the battery 30 based on the detected SOC value. The SOC value ranges from 0% to 100%. When the battery 30 is fully discharged, the SOC value is 0%. When the battery 30 is fully charged, the SOC value is 100%.

[0023] The device ECU 61 is responsible for the overall control of the devices 60. In cases where multiple devices 60 are mounted on the vehicle 10, the device ECU 61 can be provided individually for the respective devices 60.

[0024] The prediction ECU 70 can communicate with the navigation device 40 and the respective ECUs 21, 31, 61. In the present embodiment, the prediction ECU 70 corresponds to the control device. Based on information to be obtained from the navigation device 40 and the respective ECUs 21, 31, 61, the prediction ECU 70 predicts a future course of the amount of charge (or future course of the amount of power) of the battery 30 and causes the notification device 50 to provide various notifications based on the predicted future course of the amount of charge of the battery 30.

[0025] Specifically, the prediction ECU 70 includes a prediction unit 71 and a notification controller 72. The prediction unit 71 calculates a predicted remaining power of the battery 30 that will remain when the vehicle 10 arrives at the destination set in the navigation device 40. In the present embodiment, the remaining power of the battery 30 corresponds to an amount of remaining power of the battery 30. The notification controller 72 causes the notification unit 50 to provide a notification based on the predicted remaining power of the battery 30 predicted by the prediction unit 71.

[0026] The processing steps performed by the prediction ECU 70 will now be described with reference to Fig. 2. In particular, the Fig. 2 is repeatedly performed by the prediction ECU 70 at each predetermined time interval.

[0027] As in Fig. 2, the predictor 71 of the predicting ECU 70 calculates a predetermined remaining charge amount of the battery 30 that will remain upon arrival of the vehicle 10 at the destination, that is, at the time the vehicle 10 will reach the destination, after acquiring destination information of the vehicle 10 from the navigation device 40 in step S10.

[0028] Specifically, the predictor 71 acquires information of the current value of the SOC of the battery 30 from the battery ECU 31. The predictor 71 acquires information of a power consumption per unit traveled distance by the motor generator 20 and information of a continuous power consumption per unit traveled distance by the vehicle 10 from the EV ECU 21. The predictor 71 calculates a predicted traveled distance from the current location to the destination of the vehicle 10 and then calculates a product of the predicted traveled distance and the power consumption per unit traveled distance, thereby calculating a predicted traveling-purpose power usage required for the vehicle 10 to travel to the destination.The predictor 71 can calculate the predicted charge amount usage for the travel purpose based on a combination of at least two of the traveled distance, the driving resistance, and the operation of the air conditioner. The predictor 71 further calculates a product of the predicted traveled distance and the continuous charge amount consumption per unit of the traveled distance, thereby calculating a predicted continuous charge amount consumption required for the vehicle to travel to the destination. In the present embodiment, the predicted charge amount usage for the travel purpose corresponds to a predicted amount of energy for the travel purpose, and the predicted continuous charge amount consumption corresponds to a predicted continuous energy consumption.

[0029] The prediction device 71 calculates a current amount of charged power in the battery 30 using a calculation formula or the like based on the current SOC value of the battery 30. The prediction device 71 calculates a sum of the predicted charge amount use for the driving purpose and the predicted continuous charge amount consumption, and subtracts the calculated sum from the current amount of charged power in the battery 30, thereby calculating a predicted remaining charge amount a of the battery 30.

[0030] In step S12 following step S11, the predictor 71 calculates an available range of amounts of surplus power of the battery 30 available for non-driving purposes. For example, the predictor 71 subtracts a predetermined amount a from the predicted remaining charge amount a of the battery 30 to thereby calculate an upper limit β of the available range of the surplus charge amount of the battery 30. The predetermined amount a is set to leave such an amount of charge of the battery 30 that the vehicle 10 can reach the destination more reliably. The predetermined amount a may be pre-stored in the ROM of the predictor ECU 70. Using the upper limit β, the predictor 71 sets the available range of the surplus charge amount Wb of the battery 30 such that, for example, 0 ≤ Wb ≤ β holds.In the present embodiment, the excess charge amount of the battery 30 corresponds to the excess energy of the battery 30.

[0031] In step S13 following step S12, the predictor 71 determines whether the charge amount usage for non-driving purposes has gradually approached the upper limit β of the available range of the excess charge amount of the battery 30. Specifically, the predictor 71 acquires information about a charge amount usage of the equipment 60 from the equipment ECU 61 as the charge amount usage for non-driving purposes, and then determines whether the charge amount usage of the equipment 60 has reached the upper limit β. In the present embodiment, the charge amount usage of the equipment 60 corresponds to the energy for non-driving purposes.If the charge amount usage of the apparatuses 60 has not yet reached the upper limit β, the predictor 71 determines that the charge amount usage for non-driving purposes has not gradually approached the upper limit β of the available range of excess charge amount of the battery 30, and then selects the "NO" branch of step S13. In this case, the process shown in [step S13] ends. Fig. 2 shown processing sequence.

[0032] In some other embodiments, in step S13, the predictor 71 may set a threshold value that is a predetermined value smaller than the upper limit β and determine whether the charge amount usage of the apparatuses 60 has reached the threshold value.

[0033] As the vehicle 10 travels from the current location to the destination, the charge amount usage of the devices 60 increases each time the devices 60 are used by the user. In response to the charge amount usage of the devices 60 reaching the upper limit β, the predictor 71 determines that the charge amount usage for non-driving purposes has gradually approached the upper limit of the available range of excess charge amount of the battery 30. The processing flow then selects the "YES" branch of step S13. In this case, in step S14, the notification ECU 72 causes the notification device 50 to provide a notification that the charge amount usage for non-driving purposes has gradually approached the upper limit β. Thereafter, the processing flow in Fig. 2 shown processing sequence.

[0034] The prediction ECU 70 of the vehicle 10 according to the present embodiment can provide the following advantages (1) to (4). (1) The prediction ECU 70 includes the prediction unit 71 configured to calculate the predicted remaining charge of the battery 30 that will remain upon the vehicle 10's arrival at the destination, and the notification control unit 72 configured to cause the notification device 50 to provide a notification based on the predicted remaining charge of the battery 30. This configuration allows the user of the vehicle 10 to determine, based on the notification from the notification device 50, whether the remaining charge of the battery 30 is sufficient to use the devices 60. If it is determined that the remaining charge of the battery 30 is sufficient, the user is allowed to freely use the devices 60.If it is determined that there is insufficient remaining charge in the battery 30 to use the devices 60, the user will (have to) refrain from using the devices 60 for non-driving purposes. Therefore, a situation in which the charge in the battery is depleted before the vehicle 10 reaches the destination is less likely to occur. This allows the vehicle 10 to reach the destination more reliably while the devices 60 can be used. (2) The prediction device 71 is configured to calculate the predicted remaining battery charge amount based on the predicted continuous charge amount consumption of the vehicle 10, which is a predetermined amount of the charge amount continuously consumed in the vehicle 10, and the predicted amount of travel-purpose energy required for the vehicle 10 to travel to the destination. Such a configuration enables a more accurate calculation of the predicted remaining battery charge amount. (3) The prediction device 71 is configured to calculate the available range of the excess charge of the battery 30 available for non-driving purposes based on the predicted remaining charge of the battery 30. This configuration makes it possible to easily calculate the excess charge of the battery 30. (4) The notification control device 72 is configured to provide a notification to the user of the vehicle 10 in response to the fact that the charge amount usage of the devices 60 has gradually approached the upper limit of the available range of the excess charge amount of the battery 30. With this configuration, if the user refrains from using the devices 60 in response to this notification, the charge amount of the battery 30 required for the vehicle 10 to travel to the destination can be ensured. The vehicle 10 can thus reach the destination more reliably. Modifications

[0035] The prediction ECU 70 of the vehicle 10 according to a modification of the first embodiment will now be described.

[0036] The notification control device 72 can be configured in the Fig. 2, the vehicle 10 may notify the user of the vehicle 10 of information regarding charging facilities that can charge the battery 30. Causing the vehicle 10 to travel to a charging facility and charge the battery 30 of the vehicle 10 based on this notification may increase the amount of charge in the battery 30, thereby allowing the vehicle 10 to reach the destination more reliably while using the apparatuses 60. Second embodiment

[0037] A prediction ECU 70 of the vehicle 10 according to a second embodiment will now be described. Only differences between the second embodiment and the first embodiment will be described below.

[0038] The prediction ECU 70 of the present embodiment is configured to limit the operation of the apparatuses 60 and the running of the vehicle 10 in response to the charge amount usage of the apparatuses 60 gradually approaching the upper limit of the available range of the excess charge amount of the battery 30, whereby the vehicle 10 can reach the destination more reliably.

[0039] In particular, as in Fig. As shown in Figure 3, the vehicle 10 further includes a switch 80 that is turned on and off by the user. In the present embodiment, the switch 80 corresponds to a mode switching device.

[0040] The switch 80 outputs an operation signal to the prediction ECU 70. When the switch 80 is off, the prediction ECU 70 restricts neither the operation of the devices 60 nor the driving of the vehicle 10 in response to the charge amount usage of the devices 60 gradually approaching the upper limit of the available range of the excess charge amount of the battery 30.

[0041] When the switch 80 is turned on, the prediction ECU 70 executes the Fig. 4. That is, if the prediction ECU 70 selects the "YES" branch in step S13, that is, if the charge amount usage for non-driving purposes has gradually approached the upper limit β of the available range of the excess charge amount of the battery 30, then the prediction ECU 70 limits the operation of the apparatus 60 and the driving of the vehicle 10 in step S20. In the configuration of the present embodiment, the prediction ECU 70 further includes an apparatus controller 73 and a driving controller 74, as shown in Fig. 3 to perform step S20.

[0042] In step S20, the device controller 73 instructs the device ECU 61 to limit the operation of the devices 60. The device ECU 61 then changes the operation mode of the devices 60 to an ECO mode or forces the devices 60 to stop, thereby reducing the charge consumption of the devices 60. The travel controller 74 instructs the EV ECU 21 in step S20 to limit the travel operation of the vehicle 10. The EV ECU 21 then sets an upper limit for the output torque of the motor generator 20, thereby reducing the charge consumption for the travel of the vehicle 10.

[0043] In some other embodiments, instead of limiting both the operation of the apparatus 60 and the travel of the vehicle 10, the prediction ECU 70 may limit, in step S20, either the operation of the apparatus 60 or the travel of the vehicle 10 in response to the charge amount usage of the apparatuses 60 having gradually approached the upper limit β of the available range of the excess charge amount of the battery 30.

[0044] The prediction ECU 70 of the vehicle 10 according to the second embodiment shown above can provide the following additional advantages (5) to (7).

[0045] (5) The device controller 73 is configured to change the operation mode of the devices 60 to the ECO mode or force the devices 60 to stop, thereby limiting the operation of the devices 60, in response to the non-driving charge consumption gradually approaching the upper limit β of the available range of the excess charge amount of the battery 30. This configuration facilitates ensuring a charge amount of the battery 30 required for the vehicle 10 to travel to the destination, thereby enabling the vehicle 10 to reach the destination more reliably.

[0046] (6) The device control device 73 is configured to control the devices 60, in response to the operation of the switch 80, to switch between a first operating mode in which the operation of the devices 60 is limited and the second operating mode in which the operation of the devices is not limited. This configuration allows the user to switch the operating modes of the devices 60 by operating the switch 80, which can improve convenience.

[0047] (7) The driving control device 74 is configured to limit the driving of the vehicle 10 in response to the fact that the use of the charge amount for non-driving purposes has gradually approached the upper limit β of the available range of excess charge amount of the battery 30. This configuration makes it possible to save a certain amount of charged charge in the battery 30 by limiting the driving of the vehicle 10. Such a saved amount of charged charge in the battery becomes available for the devices 60, which can improve user convenience. Other embodiments

[0048] The notification method of the notification device 50 can be modified as needed.

[0049] The predictive ECU 70 and its method described with respect to the present invention may be implemented by a dedicated computer provided by a processor and a memory programmed to perform one or more functions embodied by a computer program. Otherwise, the predictive ECU 70 and its method described with respect to the present invention may be implemented by a dedicated computer provided by forming a processor from one or more dedicated hardware logic circuits. Alternatively, the predictive ECU 70 and its method described with respect to the present invention may be implemented by one or more dedicated computers formed by a combination of a processor and a memory programmed to perform one or more functions, and one or more hardware logic circuits.The computer program may be stored as computer-executable instructions on a computer-readable, non-transitory, tangible recording medium. The dedicated hardware logic circuit and the hardware logic circuit may be implemented by a digital circuit comprising a plurality of logic circuits or an analog circuit.

Claims

[1] A control device (70) for an electric vehicle (10) driven by an electric motor (20) operated based on an amount of electric charge supplied by a battery (30), the control device (70) comprising: a prediction device (71) configured to calculate a predicted remaining amount of charge of the battery (30) that will remain upon arrival of the vehicle (10) at a destination; a notification control device (72) configured to cause a notification device (50) to provide a notification based on the predicted remaining charge amount of the battery (30); and an apparatus control device (73) configured to limit operation of apparatuses used for purposes other than driving the vehicle (10) in response to an amount of energy for non-driving purposes of the battery (30) gradually approaching an upper limit of an available range of excess charge of the battery (30), wherein the prediction device (71) is configured to calculate the predicted remaining charge amount of the battery (30) based on a predicted continuous charge amount consumption, which is a consumption of charge amount continuously consumed in the vehicle (10), and a predicted amount of energy for a driving purpose required for the vehicle (10) to drive to the destination, the prediction device (71) is arranged to calculate, based on the predicted remaining charge amount of the battery (30), the available range of excess charge amount of the battery (30) available for non-driving purposes, the notification control device (72) is configured to provide the notification to a user of the vehicle (10) in response to the amount of non-driving energy of the battery (30), which is an amount of energy of the battery (30) used for purposes other than driving the vehicle (10), gradually approaching the upper limit of the available range of excess charge of the battery (30), and the apparatus control device (73) is arranged, in response to the amount of energy for non-driving purposes of the battery (30) gradually approaching the upper limit of the available range of excess charge amount of the battery (30), to control the apparatuses so that they switch between a first operating mode in which the operation of the apparatuses is limited and a second operating mode in which the operation of the apparatuses is not limited, based on operations of a mode switching device installed in the vehicle (10). [2] The control device (70) of claim 1, wherein the notification provided to the user of the vehicle (10) includes information related to charging devices for charging the battery (30) of the vehicle (10). [3] Control device (70) according to claim 1 or 2, wherein the apparatus control means (73) is arranged to force the apparatuses to stop and thereby limit the operation of the apparatuses. [4] The control device (70) according to any one of claims 1 to 3, further comprising a driving control device (74) configured to limit the driving of the vehicle (10) in response to the amount of energy for non-driving purposes of the battery (30) gradually approaching the upper limit of the available range of the excess charge amount of the battery (30).

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