Electric Vehicles

Abstract

To propose a charging point appropriately when traffic congestion occurs.SOLUTION: When, based on traffic information obtained by a traffic information acquisition device, a congestion section is included on a travel route, from among charging points in a range reachable with residual capacity of a battery, charging at charging points out of a prescribed distance range from the congestion section is preferentially proposed in comparison with charging at charging points within a prescribed distance range from the congestion section. This avoids charging at the charging point where turn waiting time is expected to be long for charging in the congestion section and within the prescribed distance range from the congestion section.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an electric vehicle, and more particularly to an electric vehicle that runs on a motor powered by electric power supplied from a battery. [Background technology]

[0002] Conventionally, as a technology of this type, a technology has been proposed that prevents electric vehicles that need to be charged before reaching a destination from stopping due to a lack of power by guiding them to an appropriate charging station (for example, see Patent Document 1). In this technology, a specific electric vehicle that needs to be charged to reach a destination from a current location is detected based on specific electric vehicle information acquired from each electric vehicle. Next, a specific charging station that can be used by the specific electric vehicle is detected based on specific charging station information among a plurality of charging stations and specific electric vehicle information related to the specific electric vehicle, and a specific route for guiding the specific electric vehicle to the specific charging station is detected. Then, the specific guidance information including the specific route is transmitted to the specific electric vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2014 / 033944 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above technology, electric vehicles that may be running out of power may have to wait in long lines at charging points. Since many vehicles are parked in congested sections or nearby areas, electric vehicles that may be running out of power may occur when the proportion of electric vehicles in those sections is high. If the nearest charging point is suggested to such electric vehicles to prevent them from running out of power, many electric vehicles that may be running out of power will be suggested to charging points in or near the congested sections, and electric vehicles that are close to running out of power will concentrate at those charging points, resulting in long lines of people waiting to charge.

[0005] The main object of the electric vehicle of the present invention is to more appropriately suggest charging points when congestion occurs. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the electric vehicle of the present invention employs the following means.

[0007] The electric vehicle of the present invention is A motor that outputs a driving force for traveling; a battery for supplying power to the motor; A traffic information acquisition device for acquiring traffic information including congestion; A control device for managing the state of the battery; An electric vehicle comprising: When a congested section is included on the travel route based on the traffic information acquired by the traffic information acquisition device, the control device preferentially suggests charging at a charging point outside a predetermined distance range from the congested section among charging points within a range reachable based on the remaining capacity of the battery, over charging at a charging point within the predetermined distance range from the congested section. It is characterized by:

[0008] In the electric vehicle of the present invention, when a congestion section is included on the travel route based on the traffic information acquired by the traffic information acquisition device, charging at charging points outside a predetermined distance from the congestion section among charging points within a reachable range based on the remaining battery capacity is suggested in preference to charging at charging points within a predetermined distance from the congestion section. This makes it possible to avoid charging at charging points where the waiting time for charging is expected to be long within the congestion section and within a predetermined distance from the congestion section. Since charging points within a reachable range based on the remaining battery capacity are suggested, it is possible to avoid running out of battery. As a result, charging points can be suggested more appropriately when congestion occurs. Here, when a destination is set, the travel route corresponds to a route from the current location to the destination, and when a destination is not set, a route within a certain range (e.g., 30 km or 50 km) including right and left turns in the direction of travel of the vehicle also corresponds. In addition, charging points outside a predetermined distance from the congestion section include charging points that are a predetermined distance or more before the congestion section and also charging points that are a predetermined distance or more away after passing through the congestion section.

[0009] In the electric vehicle of the present invention, the control device may suggest charging at a charging point before the congested section when it determines based on the remaining capacity of the battery that the vehicle cannot pass through the congested section with a predetermined margin, and may suggest charging at a charging point after the vehicle has passed the congested section when it determines based on the remaining capacity of the battery that the vehicle can pass through the congested section with the predetermined margin. This makes it possible to more reliably avoid running out of battery in the congested section and to avoid unnecessary charging before the congested section.

[0010] In the electric vehicle of the present invention, the control device may be configured to suggest charging at the charging point when congestion is detected based on the traffic information acquired by the traffic information acquisition device. In this way, it is possible to suggest charging at a charging point that is located before the congestion section and has relatively few users.

[0011] In the electric vehicle of the present invention, the control device may be configured to suggest charging at a charging point when the remaining capacity of the battery reaches a first capacity or less when congestion cannot be detected based on the traffic information acquired by the traffic information acquisition device, and to suggest charging at a charging point when the remaining capacity of the battery reaches a second capacity or less that is larger than the first capacity when congestion is detected based on the traffic information acquired by the traffic information acquisition device. In this way, charging can be suggested earlier when congestion is detected compared to when congestion cannot be detected, and running out of battery can be more reliably avoided. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of an electric vehicle 20 according to an embodiment of the present invention, with a main electronic control unit 30 as the central block. [Diagram 2] 4 is a flowchart showing an example of a charging point suggestion process executed by a main electronic control unit 30. [Diagram 3] FIG. 11 is an explanatory diagram illustrating an example of a state in which the center display 72 suggests charging at a charging point when the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α. [Figure 4] FIG. 11 is an explanatory diagram illustrating an example of a state in which charging at a charging point is suggested by the center display 72 when the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α. [Diagram 5] 13 is a flowchart showing an example of a charging point suggestion process according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0014] 1 is a block diagram showing an example of the configuration of an electric vehicle 20 according to an embodiment of the present invention, with a main electronic control unit (hereinafter referred to as main ECU) 30 at the center. As shown in the figure, the electric vehicle 20 of the embodiment includes a drive motor 62 that outputs drive force to drive wheels (not shown), and a drive electronic control unit (hereinafter referred to as drive ECU) 60 for controlling the drive of the drive motor 62.

[0015] A synchronous generator motor, for example, can be used as the drive motor 62. The drive ECU 60 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The drive ECU 60 controls the drive of the drive motor 62 based on a drive control signal from the main ECU 30.

[0016] In addition to the drive motor 62 and drive ECU 60, the electric vehicle 20 of the embodiment includes an ignition switch 32, a shift position sensor 34, an accelerator position sensor 36, a brake position sensor 38, a vehicle speed sensor 40, an acceleration sensor 42, a gradient sensor 44, a yaw rate sensor 46, an automatic driving switch 48, an active cruise control switch (hereinafter referred to as an ACC switch) 50, a surroundings recognition electronic control unit (hereinafter referred to as a surroundings recognition ECU) 52, a surroundings recognition device 53, a battery electronic control unit (hereinafter referred to as a battery ECU) 54, a battery 55, an air conditioning device electronic control unit (hereinafter referred to as an air conditioning ECU) 56, an air conditioning device 58, a brake electronic control unit (hereinafter referred to as a brake ECU) 64, a brake device 66, a steering electronic control unit (hereinafter referred to as a steering ECU) 68, a steering device 70, a center display 72, a head-up display 74, a meter 76, a GPS (Global Positioning System, Global Positioning The vehicle is equipped with a satellite (78), a navigation system (80), and a DCM (Data Communication Module) 86.

[0017] The shift position sensor 34 detects the position of the shift lever. The accelerator position sensor 36 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver. The brake position sensor 38 detects the brake position as the amount of depression of the brake pedal by the driver.

[0018] The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed etc. The acceleration sensor 28 detects, for example, the acceleration in the front-rear direction of the vehicle. The gradient sensor 44 detects the road surface gradient. The yaw rate sensor 46 detects the lateral acceleration (yaw rate) in the left-right direction due to turning motion.

[0019] The automatic driving switch 48 is a switch for selecting whether or not to perform automatic driving as one of the driving assistance controls. The ACC switch 50 is a switch for selecting whether or not to perform active cruise control as one of the driving assistance devices. The automatic driving switch 48 and the ACC switch 50 are attached to the steering wheel or the installation panel in front of the driver's seat or in their vicinity. The automatic driving switch 48 and the ACC switch 50 also serve as switches for performing various settings such as setting the distance from the vehicle ahead and setting the vehicle speed.

[0020] Although not shown, the surroundings recognition ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Information on the vehicle and its surroundings (e.g., vehicle distances D1, D2 between the vehicle and other vehicles ahead and behind the vehicle, the vehicle speed of other vehicles, the vehicle's running position in the lane on the road surface, etc.) is input from the surroundings recognition device 53 to the surroundings recognition ECU 52 via the input port. Examples of the surroundings recognition device 54 include a front camera, a rear camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, and a sonar.

[0021] Although not shown, the battery ECU 54 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. The battery ECU 54 receives, via the input port, a battery voltage Vb from a voltage sensor (not shown) attached to the output terminal of the battery 55, a battery current Ib from a current sensor (not shown), a battery temperature Tb from a temperature sensor (not shown) attached to the battery 55, and the like. The battery ECU 54 calculates the power storage rate SOC, input / output limits Win, Wout, and the like based on the battery voltage Vb, battery current Ib, and the like.

[0022] The air conditioner ECU 56 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioner ECU 56 is incorporated in an air conditioner 58 that conditions the passenger compartment, and drives and controls an air conditioner compressor in the air conditioner so that the temperature in the passenger compartment becomes a set temperature.

[0023] The brake ECU 64 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The brake ECU 64 drives and controls a well-known hydraulically driven brake device 66. The brake device 66 is configured to be able to perform braking force caused by the brake depression force by depressing the brake pedal and braking force caused by hydraulic pressure adjustment.

[0024] The steering ECU 68 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The steering ECU 68 drives and controls the actuator of the steering device 28, which is mechanically connected to a steering wheel (not shown) and a driving wheel via a steering shaft. The steering device 28 steers the driving wheels based on the driver's steering operation, and steers the driving wheels by driving the actuator by the steering ECU 68 based on a steering control signal from the main electronic control unit 30.

[0025] The center display 72 is disposed in the center in front of the driver's seat and the passenger seat, and also functions as a touch panel to execute various vehicle settings, audio and various media applications, and also functions as a display unit 84 for the navigation system to perform map navigation. The center display 72 is equipped with a speaker, etc.

[0026] The head-up display 74 provides an image (such as an image formed at an infinite point) of information for the driver on the windshield, such as a speed display and a navigation guide display. The meter 76 is incorporated in, for example, an installation panel in front of the driver's seat.

[0027] The GPS 78 is a device that detects the position of a vehicle based on signals transmitted from multiple GPS satellites.

[0028] The navigation system 80 is a system that guides the vehicle to a set destination, and includes map information 82 and a display unit 84. The navigation system 80 communicates with a traffic information management center 100 via a DCM (Data Communication Module) 86, and acquires road traffic information and, as necessary, acquires map information to update the map information 82. When a destination is set, the navigation system 80 sets a route based on the destination information, current location information (current vehicle position) acquired by the GPS 78, and the map information 82.

[0029] The DCM (Data Communication Module) 86 transmits information about the vehicle to the traffic information management center 100, and receives information about other vehicles and road traffic information from the traffic information management center 100. Examples of the information about the vehicle include the specifications, current location, vehicle speed, running power, and running mode of the vehicle. Examples of the information about the other vehicles include the specifications, current location, vehicle speed, running power, and running mode of the other vehicles, similar to the information about the vehicle. The specifications of the vehicle and the other vehicles include the vehicle type (electric vehicle, hybrid vehicle, fuel cell vehicle, etc.) and size (vehicle length, vehicle width, vehicle height), etc. Examples of the road traffic information include information about current and future traffic congestion (including information about the start and end points of traffic congestion), information about accidents, information about fallen objects, information about road surface conditions (including information about whether the road is slippery), information about traffic regulations, information about weather, information about maps, and information about other vehicles between the location of an obstacle that obstructs traffic, such as a traffic congestion, an accident, or a fallen object, and the vehicle. The traffic information management center 100 does not obtain information from all vehicles traveling on the roads, but only from vehicles of users who have devices capable of communicating with the traffic information management center 100 and have concluded a contract to transmit and receive vehicle information and road traffic information with the traffic information management center 100. The road traffic information is generated based on information obtained from various sensors and cameras installed on the roads, weather information, past traffic information, and information obtained from vehicles currently traveling. The DCM 86 communicates with the traffic information management center 100 upon request or at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes).

[0030] Although not shown, the main electronic control unit 30 is configured as a microcomputer centered on a CPU, and in addition to the CPU, it is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like. Various signals are input to the main electronic control unit 30 via the input port. Examples of information input through the input port include an ignition switch signal from the ignition switch 32, a shift position from the shift position sensor 34, an accelerator opening from the accelerator position sensor 36, and a brake position from the brake position sensor 38. Examples of information input through the input port include a vehicle speed V from the vehicle speed sensor 40, an acceleration from the acceleration sensor 42, a gradient from the gradient sensor 44, and a yaw rate from the yaw rate sensor 46. Examples of information input through the input port include an automatic driving instruction signal from the automatic driving switch 48, and an ACC instruction signal from the ACC switch 50. Various signals are output from the main electronic control unit 30 via the output port. Examples of information output through the output port include a display control signal to the center display 72, a display control signal to the head-up display 74, and a display signal to the meter 76.

[0031] The main electronic control unit 30 communicates with the surroundings recognition ECU 52, the air conditioner ECU 56, the drive ECU 60, the brake ECU 64, the steering ECU 68, and the navigation system 80, and exchanges various types of information.

[0032] The main electronic control unit 30 sets the required driving force and required power based on the accelerator opening from the accelerator position sensor 36 and the vehicle speed from the vehicle speed sensor 40, and sends a drive control signal to the drive ECU 60 so that the required driving force and required power are output from the drive motor 62 to the vehicle.

[0033] Next, the operation of the electric vehicle 20 thus configured, particularly when congestion occurs on the travel route, will be described. When a destination is set, the travel route corresponds to the route from the current location to the destination, and when a destination is not set, the route corresponds to a certain range (e.g., 30 km or 50 km) including right and left turns in the travel direction of the vehicle. Fig. 2 is a flowchart showing an example of a charging point suggestion process executed by the main electronic control unit 30.

[0034] When the charging point suggestion process is executed, the main electronic control unit 30 first receives road traffic information on the driving route and information on other vehicles from the traffic information management center 100 via the DCM 86 (step S100). Next, based on the received road traffic information, it is determined whether or not congestion occurs on the driving route (step S110). When it is determined that congestion does not occur on the driving route, it is determined whether or not the power storage ratio SOC of the battery 55 is less than the threshold value S1 (step S120). When it is determined that the power storage ratio SOC of the battery 55 is less than the threshold value S1, the nearest charging point on the driving route is displayed on the center display 72 to suggest charging (step S130), and this process is terminated. Here, it is preferable that the threshold value S1 is a power storage ratio that allows the vehicle to travel a distance sufficiently longer than the average distance between recent charging points. On the other hand, when the power storage ratio SOC of the battery 55 is equal to or greater than the threshold value S1 in step S20, it is determined that charging of the battery 55 is unnecessary, and this process is terminated without suggesting a charging point.

[0035] When it is determined in step S110 that congestion has occurred on the travel route, the amount of electric energy Ejam required to pass the congested section is calculated (step S140), and it is determined whether the remaining capacity E(SOC), which is the amount of electric energy obtained based on the charge ratio SOC of the battery 55, is less than the sum of the amount of electric energy Ejam required to pass the congested section and the amount of electric energy α sufficient to travel a predetermined distance (step S150). Here, the amount of electric energy Ejam can be calculated by multiplying the amount of electric energy per unit distance required for travel in a traffic jam by the distance of the congested section. The amount of electric energy per unit distance required for travel in a traffic jam can be determined in advance by experiments, etc. The predetermined distance can be 5 km, 10 km, etc. When it is determined that the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α, charging at a charging point that is a predetermined distance or more before the congested section is suggested (step S160), and when it is determined that the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α, charging at a charging point that is a predetermined distance or more ahead of the congested section is suggested (step S170), and this process is terminated.

[0036] FIG. 3 is an explanatory diagram for explaining an example of a state in which the center display 72 suggests charging at a charging point when the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α. FIG. 4 is an explanatory diagram for explaining an example of a state in which the center display 72 suggests charging at a charging point when the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α. In FIG. 3 and FIG. 4, the arrowhead surrounded by a dashed circle is the host vehicle mark 110, the thick solid line (e.g., a thick solid red line) on the road ahead of the host vehicle mark 110 in the traveling direction is the congestion section 120, and the star mark (e.g., flashing green) between the host vehicle 110 and the congestion display 120 is the charging point 122. In these examples, the center display 72 displays the suggested charging point 122 using a star mark together with map information of the surrounding area including the host vehicle 110, and a message saying "We suggest charging at this charging point" near the proposed charging point 122.

[0037] In the electric vehicle 20 according to the embodiment described above, when it is determined based on the received road traffic information that a traffic jam exists on the travel route, the electric energy Ejam required to pass the traffic jam section is calculated, and it is determined whether the remaining capacity E(SOC) obtained based on the charge ratio SOC of the battery 55 is less than the sum of the electric energy Ejam required to pass the traffic jam section and the electric energy α required to travel a predetermined distance. When it is determined that the remaining capacity E(SOC) is less than the sum of the electric energy Ejam and the electric energy α, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section, and when it is determined that the remaining capacity E(SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section. That is, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section or at a charging point that is a predetermined distance or more after the traffic jam section. This makes it possible to avoid charging at the traffic jam section and at charging points within a predetermined distance from the traffic jam section where the waiting time for charging is expected to be long. Of course, it is possible to avoid running out of power because the charging points are suggested within a range that can be reached based on the remaining capacity E (SOC) of the battery 55. As a result, it is possible to more appropriately suggest charging points when congestion occurs.

[0038] In the electric vehicle 20 of the embodiment, when it is determined that congestion exists in the received road traffic information, charging at a charging point that is a predetermined distance or more before the congestion section or charging at a charging point that is a predetermined distance or more ahead of the congestion section is immediately proposed. This makes it possible to propose charging at a charging point that is relatively less frequented before the congestion section.

[0039] In the electric vehicle 20 of the embodiment, when it is determined based on the received road traffic information that congestion exists on the travel route, charging at a charging point that is a predetermined distance or more before the congestion section or charging at a charging point that is a predetermined distance or more ahead of the congestion section is immediately proposed. However, when the power storage ratio SOC of the battery 55 becomes less than the threshold value S2, charging at a charging point that is a predetermined distance or more before the congestion section or charging at a charging point that is a predetermined distance or more ahead of the congestion section may be proposed. In this case, the charging point proposal process of FIG. 5 may be executed instead of the charging point proposal process of FIG. 2. In the charging point proposal process of FIG. 5, when it is determined in step S110 that congestion exists on the travel route or in the congestion section, it is determined whether or not the power storage ratio SOC of the battery 55 is less than the threshold value S2 (step S135). The threshold value S2 may be a value greater than the threshold value S1. When it is determined that the power storage ratio SOC of the battery 55 is equal to or greater than the threshold value S2, this process is terminated without proposing charging at the charging point. On the other hand, when it is determined in step S135 that the power storage ratio SOC of the battery 55 is less than the threshold value S2, the process of steps S140 to S170 is executed to suggest charging at a charging point a predetermined distance or more before the congestion section or charging at a charging point a predetermined distance or more ahead of the congestion section, and this process is terminated. In this way, by not suggesting charging at a charging point when the power storage ratio SOC of the battery 55 is equal to or greater than the threshold value S2, charging at an unnecessary charging point can be avoided.

[0040] In the electric vehicle 20 of the embodiment, each device is controlled by multiple electronic control units such as the main electronic control unit 30, the surrounding recognition ECU 52, the battery ECU 54, the drive ECU 60, the brake ECU 64, and the steering ECU 68. However, each device may be controlled by a single electronic control unit, or each device may be controlled using multiple electronic control units that serve some of the functions of these units.

[0041] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the drive motor 64 corresponds to the "motor", the battery 55 corresponds to the "battery", the main electronic control unit 30, the navigation system 80, and the DCM 86 correspond to the "traffic information acquisition device", and the main electronic control unit 30 corresponds to the "control device".

[0042] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0043] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0044] The present invention can be used in the electric vehicle manufacturing industry and the like. [Explanation of symbols]

[0045] 20 automobile, 30 main electronic control unit, 32 ignition switch, 34 shift position sensor, 36 accelerator position sensor, 38 brake position sensor, 40 vehicle speed sensor, 42 acceleration sensor, 44 gradient sensor, 46 yaw rate sensor, 48 autonomous driving switch, 50, active cruise control switch (ACC switch), 52 electronic control unit for surrounding recognition (surrounding recognition ECU), 53 surrounding recognition device, 54 electronic control unit for battery (battery ECU), 55 battery, 56 electronic control unit for air conditioning system (air conditioning ECU), 58 air conditioning system, 60 electronic control unit for drive system (drive ECU), 62 drive motor, 64 electronic control unit for brake (brake ECU), 66 brake system, 68 electronic control unit for steering (steering ECU), 70 steering system, 72 center display, 74 head-up display, 76 meter, 78 GPS, 80 Navigation system, 82 map information, 84 display unit, 86 DCM, 90 planned stopping position, 100 traffic information management center, 110 vehicle mark, 120 traffic congestion decorative image, 122 charging point.

Claims

1. A motor that outputs a driving force for traveling; a battery for supplying power to the motor; A traffic information acquisition device for acquiring traffic information including congestion; A control device for managing the state of the battery; An electric vehicle comprising: When a congested section is included on the travel route based on the traffic information acquired by the traffic information acquisition device, the control device preferentially suggests charging at a charging point outside a predetermined distance range from the congested section among charging points within a range reachable based on the remaining capacity of the battery, over charging at a charging point within the predetermined distance range from the congested section. An electric vehicle characterized by

2. 2. The electric vehicle according to claim 1, the control device, when determining based on the remaining capacity of the battery that the vehicle cannot pass through the congested section with a predetermined margin, proposes charging at a charging point before the congested section, and when determining based on the remaining capacity of the battery that the vehicle can pass through the congested section with the predetermined margin, proposes charging at a charging point after the vehicle has passed through the congested section. Electric car.

3. 3. The electric vehicle according to claim 1 or 2, The control device proposes charging at the charging point when congestion is detected based on the traffic information acquired by the traffic information acquisition device. Electric car.

4. An electric vehicle according to any one of claims 1 to 3, When congestion cannot be detected based on the traffic information acquired by the traffic information acquisition device, the control device proposes charging at a charging point when the remaining capacity of the battery reaches a first capacity or less, and when congestion is detected based on the traffic information acquired by the traffic information acquisition device, the control device proposes charging at a charging point when the remaining capacity of the battery reaches a second capacity or less that is larger than the first capacity. Electric car.

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