Power train structure of an electric vehicle and the electric vehicle

Abstract

An electric vehicle powertrain structure according to the present disclosure comprises a motor, an inverter that is electrically connected to the motor and that controls the motor, a transmission that converts the rotation of the motor and transmits the rotation to a pair of drive wheels of the electric vehicle, a battery that stores regenerative energy generated during deceleration of the electric vehicle and supplies the regenerative energy as electric power to the inverter, a power storage device, first wiring that connects the inverter and the power storage device, and second wiring that connects the inverter and the battery, the length of the first wiring being greater than the length of the second wiring.

Description

Technical Field

[0001] The present disclosure relates to a power train structure of an electric vehicle and an electric vehicle.

Background Art

[0002] Patent Document 1 discloses a power train structure of an electric vehicle using a battery. The power train structure includes an inverter, a motor, a transmission, etc. When the electric vehicle decelerates, the battery is charged using regenerative energy. When the electric vehicle accelerates, the inverter rotates the motor using the regenerative energy charged in the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Since the battery for an electric vehicle is large in volume and weight, the degree of freedom in arrangement is small. Generally, considering the center of gravity of the vehicle, etc., the battery is arranged in the space under the seat. In conventional electric vehicles, due to the small degree of freedom in battery arrangement, the wiring connecting the battery and the inverter becomes long, leading to an increase in power transmission loss. The power transmission loss leads to a decrease in the running efficiency of the electric vehicle.

[0005] In view of the above circumstances, an object of the present disclosure is to provide a power train structure of an electric vehicle and an electric vehicle capable of reducing power transmission loss when using regenerative energy.

Means for Solving the Problems

[0006] One aspect of the power train structure of an electric vehicle according to the present disclosure includes a motor mounted on the electric vehicle, an inverter electrically connected to the motor to control the motor, a transmission that converts the rotation of the motor and transmits it to a pair of drive wheels of the electric vehicle, a battery that stores regenerative energy generated during deceleration of the electric vehicle and supplies the power to the inverter, a power storage device that stores regenerative energy generated during deceleration of the electric vehicle and supplies the power to the inverter, a first wiring that connects the inverter and the power storage device, and a second wiring that connects the inverter and the battery, wherein the length of the first wiring is shorter than the length of the second wiring.

[0007] One aspect of the electric vehicle according to the present disclosure includes the power train structure and the pair of drive wheels.

Advantages of the Invention

[0008] According to the present disclosure, it is possible to provide a power train structure of an electric vehicle and an electric vehicle capable of reducing power transmission loss when utilizing regenerative energy.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that the scope of the present disclosure is not limited to the following embodiments, and can be arbitrarily changed within the scope of the technical idea of the present disclosure.

[0011] Embodiment 1. FIG. 1 is a schematic diagram showing an electric vehicle 1 in Embodiment 1. FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1. FIG. 3 is a schematic diagram of an electric control system included in the electric vehicle 1. As shown in FIGS. 1 and 2, the electric vehicle 1 includes an e-Axle unit 2, a pair of drive wheels 3 (front wheels), wheels 4 (rear wheels), a seat 5, a battery 6, a pair of drive shafts 7, and a power storage device 8. Further, as shown in FIG. 3, the electric vehicle 1 includes a detector 8b and a control unit 9.

[0012] The electric vehicle 1 may be a BEV (Battery Electric Vehicle), an HEV (Hybrid Electric Vehicle), a PHEV (Plug-in Hybrid Electric Vehicle), or an FCEV (Fuel Cell Electric Vehicle).

[0013] The electric vehicle 1 shown in FIG. 1 is a so-called four-wheeled vehicle and includes two drive wheels 3 and two wheels 4. However, the number of wheels provided in the electric vehicle 1 can be changed. Further, the electric vehicle 1 shown in FIG. 1 is a front-wheel drive vehicle, and a pair of drive wheels 3 are located in the front (+X side). However, the electric vehicle 1 may be a rear-wheel drive vehicle. That is, a pair of drive wheels 3 may be located in the rear (-X side). Alternatively, the electric vehicle 1 may be a four-wheel drive vehicle. In this case, power is also supplied to the wheels 4 shown in FIG. 1.

[0014] (Definition of direction) The direction along the X-axis in FIG. 1 is referred to as the longitudinal direction X. The +X side is the front, and the -X side is the rear. The direction along the Z-axis in FIG. 1 is referred to as the vertical direction. The +Z side is the upper side, and the -Z side is the lower side. The direction along the Y-axis in FIG. 2 is referred to as the lateral direction. The -Y side is the left side, and the +Y side is the right side.

[0015] As shown in FIG. 2, the electric vehicle 1 is provided with a power train structure P. The power train structure P includes an e-Axle unit 2, a battery 6, a power storage device 8, a first wiring 8a, a second wiring 6a, and the like. The e-Axle unit 2 has a structure in which an inverter 10, a transmission 20, and a motor 30 are integrated. The inverter 10 has an inverter case 11 and a circuit section 12. The circuit section 12 is housed inside the inverter case 11. The circuit section 12 includes an inverter circuit, a capacitor, a converter circuit, and the like. The first wiring 8a connects the circuit section 12 and the power storage device 8. The second wiring 6a connects the circuit section 12 and the battery 6.

[0016] The power train structure P is capable of performing a driving operation and a regenerative operation. The regenerative operation is an operation in which the motor 30 is used as a generator and regenerative energy is stored as electric power in the battery 6 or the power storage device 8. The driving operation is an operation in which the motor 30 is rotated using the electric power stored in the battery 6 or the power storage device 8, and power is supplied to a pair of drive wheels 3. For example, when the electric vehicle 1 accelerates, the driving operation is performed, and when the electric vehicle 1 decelerates, the regenerative operation is performed.

[0017] When the electric vehicle 1 is an HEV or the like, the motor 30 may be rotated using the power of the engine while the electric vehicle 1 is stopped, so as to store electric power in the battery 6 or the power storage device 8. Alternatively, when the electric vehicle 1 is a PHEV or the like, the electric vehicle 1 may be connected to a charging facility to store electric power in the battery 6 or the power storage device 8.

[0018] The inverter 10, the transmission 20, and the motor 30 are arranged in this order from the left side (-Y side) to the right side (+Y side). Also, the inverter 10, the transmission 20, and the motor 30 are arranged between a pair of drive wheels 3. However, the arrangement of the inverter 10, the transmission 20, and the motor 30 in the left-right direction Y may be changed. When the drive wheels 3 are arranged at the rear of the electric vehicle 1, the inverter 10, the transmission 20, and the motor 30 may also be arranged at the rear of the electric vehicle 1.

[0019] The inverter 10 is electrically connected to a coil winding (not shown) of the motor 30. When the power train structure P performs a driving operation, the inverter 10 converts a direct current from the battery 6 or the power storage device 8 into a three-phase alternating current and supplies it to the motor 30. Thereby, the inverter 10 rotates the motor 30.

[0020] The motor 30 has an output shaft (not shown). The transmission 20 converts the rotation of the output shaft of the motor 30 and transmits it to a pair of drive wheels 3 via a pair of drive shafts 7. The transmission 20 has drive gears, driven gears, differential gears, etc. (not shown) for performing rotation conversion.

[0021] The battery 6 is, for example, a nickel-metal hydride battery, a lithium-ion battery, or the like. The battery 6 is arranged in the space below the seat 5. However, the battery 6 may be arranged at other positions. When the power train structure P performs a driving operation or a regeneration operation, power is transferred between the battery 6 and the inverter 10 via the second wiring 6a.

[0022] As the power storage device 8, for example, a capacitor, a nickel-metal hydride battery, a lithium-ion battery, etc. can be adopted. When the power train structure P performs a driving operation or a regeneration operation, power is transferred between the power storage device 8 and the inverter 10 via the first wiring 8a. As the power storage device 8, a capacitor is particularly suitable. A capacitor has a smaller capacity compared to a nickel-metal hydride battery or the like. However, in the present disclosure, the power storage device 8 is used as an auxiliary to the battery 6. Therefore, the capacity of the power storage device 8 may be smaller than that of the battery 6.

[0023] Also, although details will be described later, the power storage device 8 charges and discharges more frequently than the battery 6. For this reason, a capacitor, which has the advantage of being less likely to deteriorate due to charge and discharge and having high charge and discharge efficiency compared to a nickel-metal hydride battery or the like, is suitable as the power storage device 8. As a specific example of the capacitor, an electric double layer capacitor with a large capacity is suitable. However, the power storage device 8 does not have to be a capacitor.

[0024] The power storage device 8 is arranged adjacent to the inverter 10. In the example of FIG. 2, the power storage device 8 is arranged behind the inverter 10. The virtual line C shown in FIGS. 1 and 2 indicates the position at the center of the electric vehicle 1 in the front-rear direction X. The power storage device 8 is arranged closer to the virtual line C than the inverter 10. In other words, the power storage device 8 is arranged closer to the center of the electric vehicle 1 in the front-rear direction X than the e-Axle unit 2. According to such an arrangement, for example, when an external impact is applied to the electric vehicle 1, the power storage device 8 is less likely to be damaged. However, the position of the power storage device 8 can be changed.

[0025] The detector 8b shown in FIG. 3 detects the state of charge (SOC) of the power storage device 8. The state of charge of the power storage device 8 can be obtained by a known method. For example, when the power storage device 8 is a capacitor, the detector 8b may detect the state of charge of the power storage device 8 (capacitor) based on the voltage of the power storage device 8. Alternatively, when the power storage device 8 is a nickel-metal hydride battery or the like, the detector 8b may detect the state of charge of the power storage device 8 using a voltage measurement method or a current measurement method (Coulomb counter method).

[0026] The control unit 9 may be included in the e-Axle unit 2 and control the inverter 10 or the like. Alternatively, the control unit 9 may be a so-called ECU (Electronic Control Unit) that controls the entire electric vehicle 1. The hardware constituting the control unit 9 is a CPU (Central Processing Unit) or the like.

[0027] Next, the control performed by the control unit 9 will be described. The control unit 9 causes the power storage device 8 to be charged and discharged with priority over the battery 6. In other words, when the power train structure P performs a regenerative operation, after the power storage device 8 is fully charged, the battery 6 is charged. Also, when the power train structure P performs a driving operation, after the state of charge of the power storage device 8 becomes equal to or lower than a threshold value, the power of the battery 6 is used. Hereinafter, it will be described in more detail using the flowcharts shown in FIGS. 4 and 5.

[0028] FIG. 4 shows a flowchart when the power train structure P performs a driving operation. As shown in FIG. 4, in step S11, the control unit 9 determines whether the state of charge of the power storage device 8 is greater than a threshold value. The detection result by the detector 8b is used for this determination. The "threshold value" is set to 0% when the power storage device 8 is a capacitor, for example. This is because even if the power storage device 8 is completely discharged (the state of charge drops to 0%), the influence on the performance of the power storage device 8 is small when the power storage device 8 is a capacitor. The "threshold value" is set to the minimum allowable state of charge when the power storage device 8 is a nickel-metal hydride battery or the like, for example. The minimum allowable state of charge is the minimum state of charge at which the performance of a nickel-metal hydride battery or the like can be maintained.

[0029] When the charge rate of the power storage device 8 is greater than the threshold value (step S11: YES), the control unit 9 causes the power storage device 8 to supply power to the inverter 10 (step S12). The inverter 10 converts the power supplied from the power storage device 8 into alternating current and rotates the motor 30. When the charge rate of the power storage device 8 is less than or equal to the threshold value (step S11: NO), the control unit 9 proceeds to step S13.

[0030] In step S13, the control unit 9 determines whether the charge rate of the battery 6 is greater than the minimum allowable charge rate. When the charge rate of the battery 6 is greater than the minimum allowable charge rate (step S13: YES), the control unit 9 causes the battery 6 to supply power to the inverter 10 (step S14). The inverter 10 converts the power supplied from the battery 6 into alternating current and rotates the motor 30. When the charge rate of the battery 6 is less than or equal to the minimum allowable charge rate (step S13: NO), the drive operation is stopped (step S15). When the electric vehicle 1 is an HEV or the like, even if the power train structure P stops the drive operation in step S15, it is possible to continue traveling using another power source such as an engine.

[0031] Figure 5 shows a flowchart when the power train structure P performs a regeneration operation. As shown in Figure 5, in step S21, the control unit 9 determines whether the charge rate of the power storage device 8 is less than 100%. The detection result by the detector 8b is used for this determination. When the charge rate of the power storage device 8 is less than 100% (step S21: YES), the control unit 9 charges the power storage device 8 using the regenerative energy (step S22). When the charge rate of the power storage device 8 is 100% (step S21: NO), the control unit 9 proceeds to step S23.

[0032] In step S23, the control unit 9 determines whether the charging rate of the battery 6 is less than 100%. When the charging rate of the battery 6 is less than 100% (step S23: YES), the control unit 9 charges the battery 6 using the regenerative energy (step S24). When the charging rate of the battery 6 is 100% (step S23: NO), the control unit 9 stops the regenerative operation (step S25).

[0033] The effects obtained by the above control will be described. The battery 6, which is the main power source of the electric vehicle 1, is large in volume and weight, and has a small degree of freedom in arrangement. For example, the battery 6 is often arranged under the seat 5 in consideration of the center of gravity position of the electric vehicle 1. Since the inverter 10 is also arranged near the motor 30, the degree of freedom in arrangement is small. In particular, in the e-Axle unit 2 where the inverter 10 is integrated with the transmission 20 and the motor 30, the possible positions for arranging the inverter 10 in the electric vehicle 1 are more limited.

[0034] From the above, it is difficult to shorten the length of the second wiring 6a connecting the inverter 10 and the battery 6. When the second wiring 6a is long, it causes an increase in the loss (power transmission loss) during power transmission between the inverter 10 and the battery 6.

[0035] On the other hand, since the power storage device 8 is used as an auxiliary to the battery 6, the capacity and volume of the power storage device 8 can be made smaller than those of the battery 6. Therefore, it is possible to arrange the power storage device 8 near the inverter 10. That is, the length of the first wiring 8a connecting the power storage device 8 and the inverter 10 can be made shorter than the length of the second wiring 6a connecting the battery 6 and the inverter 10. For this reason, when transmitting the same power with the first wiring 8a and the second wiring 6a, using the first wiring 8a results in a smaller power transmission loss.

[0036] In this way, by preferentially charging and discharging the power storage device 8 with low transmission loss over the battery 6, the charging and discharging efficiency of the entire power train structure P can be improved. As a result, the fuel efficiency or power utilization efficiency when the electric vehicle 1 travels can be improved.

[0037] As described above, the power train structure P according to the present embodiment includes a motor 30 mounted on the electric vehicle 1, an inverter 10 electrically connected to the motor 30 and controlling the motor 30, a transmission 20 that converts the rotation of the motor 30 and transmits it to a pair of drive wheels 3, a battery 6 that stores the regenerative energy generated when the electric vehicle 1 decelerates and supplies it to the motor 30 as electric power, a power storage device 8 that stores the regenerative energy generated when the electric vehicle 1 decelerates and supplies it to the motor 30 as electric power, a first wiring 8a connecting the inverter 10 and the power storage device 8, and a second wiring 6a connecting the inverter 10 and the battery 6. And the length of the first wiring 8a is shorter than the length of the second wiring 6a. With such a configuration, the transmission loss when storing and using the regenerative energy can be reduced.

[0038] Also, the motor 30, the inverter 10, and the transmission 20 may be integrally arranged between the pair of drive wheels 3. In the e-Axle unit 2 in which the motor 30, the inverter 10, and the transmission 20 are integrated, since the degree of freedom in arranging the inverter 10 is small, the length of the second wiring 6a tends to be large. That is, the transmission loss is particularly likely to increase. In contrast, in the present embodiment, by using the power storage device 8, the transmission loss when storing and using the regenerative energy can be reduced.

[0039] Also, the power storage device 8 may be a capacitor. In this case, the charging and discharging efficiency of the power storage device 8 can be improved, and the regenerative energy stored in the power storage device 8 can be used until the charging rate becomes 0%.

[0040] Further, the power storage device 8 may be disposed closer to the center of the electric vehicle 1 in the longitudinal direction X (the virtual line C in FIG. 2) than the inverter 10. In this case, when an external impact is applied to the electric vehicle 1, it is less likely that the impact is transmitted to the power storage device 8. Therefore, it is possible to prevent the power storage device 8 from being unexpectedly short-circuited due to an impact.

[0041] Further, the electric vehicle 1 according to the present embodiment includes a power train structure P and a pair of drive wheels 3. According to such an electric vehicle 1, since power transmission loss when storing and using regenerative energy is reduced, fuel efficiency or power utilization efficiency can be improved.

[0042] The electric vehicle 1 further includes a detector 8b that detects the charge rate of the power storage device 8, and a control unit 9 that controls the supply of power from the power storage device 8 and the battery 6 to the inverter 10. When the charge rate of the power storage device 8 detected by the detector 8b is equal to or higher than a threshold value, the control unit 9 causes the power storage device 8 to supply power to the inverter 10. When the charge rate of the power storage device 8 is lower than the threshold value, the control unit 9 causes the battery 6 to supply power to the inverter 10. By charging and discharging the power storage device 8 with priority over the battery 6 in this way, the effect of reducing power transmission loss can be more reliably exhibited.

[0043] Embodiment 2. Next, the power train structure of the electric vehicle according to Embodiment 2 will be described. Since the basic configuration of the power train structure of the electric vehicle according to the present embodiment is the same as that of the power train structure of the electric vehicle of Embodiment 1, the description will focus on the differences. In the present embodiment, mainly, the structure of the inverter 10 is different from that of Embodiment 1.

[0044] FIG. 6 is an exploded perspective view showing the structure of the inverter 10 according to the present embodiment. As shown in FIG. 6, the inverter case 11 has a lid portion 11a and a main body portion 11b. The inverter case 11 is formed of a material having insulation properties. Inside this inverter case 11, a circuit portion 12, a cooling portion 13, and the power storage device 8 are housed.

[0045] The circuit section 12 includes a plurality of switching elements 12a, an input capacitor 12b, etc. The cooling section 13 is formed of a material with low thermal resistance (such as metals like copper and aluminum). The cooling section 13 is provided with an inlet 14 and an outlet 15 for the refrigerant. Also, a flow path (not shown) is formed inside the cooling section 13. As the refrigerant, a known fluid (such as water) can be used.

[0046] The switching element 12a, the input capacitor 12b, and the power storage device 8 are arranged so as to be in contact with the cooling section 13. Here, the switching element 12a, the input capacitor 12b, and the power storage device 8 generate heat as the power train structure P operates. According to the present embodiment, the heated switching element 12a, the power storage device 8, etc. can be cooled by the common cooling section 13. Thereby, the operation of the power train structure P can be stabilized.

[0047] Note that inside the electric vehicle 1, a refrigerant circulation device (not shown) for circulating and cooling the refrigerant is provided. The refrigerant that has received heat in the cooling section 13 flows out from the outlet 15 and is then cooled by the refrigerant circulation device. Then, the cooled refrigerant flows into the cooling section 13 again from the inlet 14. In this way, the cooling section 13 can continuously cool the power storage device 8 and the like.

[0048] As described above, the inverter 10 according to the present embodiment includes a circuit section 12 and an inverter case 11 that houses the circuit section 12, and the power storage device 8 is arranged inside the inverter case 11. According to such a configuration, the power storage device 8 can be protected and insulated using the inverter case 11. Also, the distance between the power storage device 8 and the circuit section 12 can be further reduced, and the first wiring 8a can be made shorter.

[0049] In addition, the power train structure P according to the present embodiment includes a cooling unit 13 that cools both the inverter 10 and the power storage device 8 using a common refrigerant. This makes it possible to simplify the structure for circulating the refrigerant.

[0050] Note that the technical scope of the present disclosure is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present disclosure.

[0051] For example, the e-Axle unit 2 may be disposed between a pair of wheels 4 (rear wheels) in the electric vehicle 1. Further, the power storage device 8 may be disposed outside the inverter 10 in the front-rear direction X.

[0052] Further, the present disclosure may be applied to an electric vehicle not equipped with an e-Axle unit. That is, the inverter 10, the transmission 20, and the motor 30 may not be integrated and may be separately arranged. Also in this case, by arranging the power storage device 8 adjacent to the inverter 10, the length of the first wiring 8a connecting the inverter 10 and the power storage device 8 is shortened. Therefore, power transmission loss between the power storage device 8 and the inverter 10 can be reduced, and the running efficiency using electric power can be improved.

[0053] In addition, the above-described embodiment or modification example may be appropriately combined. For example, in the structure in which the power storage device 8 is disposed outside the inverter case 11 as in the first embodiment, the inverter 10 and the power storage device 8 may be cooled using a common refrigerant as in the second embodiment. Specifically, a cooling pipe through which a common refrigerant flows may be arranged so as to be in contact with both the circuit portion 12 of the inverter 10 and the power storage device 8.

[0054] Furthermore, each component (e.g., the control unit 9) included in the above-described electric vehicle 1 has a computer system inside. Then, a program for realizing the functions of each component included in the above-described electric vehicle 1 is recorded on a computer-readable recording medium, and the program recorded on this recording medium is read into the computer system and executed, whereby the processing in each component included in the above-described electric vehicle 1 may be performed. Here, "reading and executing the program recorded on the recording medium by the computer system" includes installing the program in the computer system. The "computer system" referred to here shall include hardware such as an OS and peripheral devices.

[0055] In addition, the "computer system" may include a plurality of computer devices connected via a network including a communication line such as the Internet or a WAN, LAN, dedicated line, etc. Also, the "computer-readable recording medium" refers to a portable medium such as a flexible disk, magneto-optical disk, ROM, CD-ROM, etc., and a storage device such as a hard disk built into the computer system. Thus, the recording medium storing the program may be a non-transitory recording medium such as a CD-ROM.

[0056] In addition, the recording medium also includes an internal or external recording medium provided so as to be accessible from a distribution server for distributing the program. Note that the program may be divided into a plurality of parts, downloaded at different timings, and then combined by each component included in the electric vehicle 1. Also, the distribution servers for distributing the respective divided programs may be different. Further, the “computer-readable recording medium” includes those that hold a program for a certain period of time, such as a volatile memory (RAM) inside a computer system that becomes a server or a client when a program is transmitted via a network. Also, the above program may be for realizing a part of the functions described above. Further, it may be a so-called difference file (difference program) that can realize the above functions in combination with a program already recorded in the computer system.

Description of Signs

[0057] 1... Electric vehicle 3... Driving wheel 6... Battery 6a... Second wiring 8... Power storage device 8a... First wiring 8b... Detector 9... Control unit 10... Inverter 11... Inverter case 12... Circuit unit 13... Cooling unit 20... Transmission 30... Motor P... Power train structure X... Front-rear direction

Claims

1. A motor mounted on an electric vehicle, an inverter electrically connected to the motor and controlling the motor, a transmission that converts the rotation of the motor and transmits it to a pair of drive wheels of the electric vehicle, a battery that stores regenerative energy generated during deceleration of the electric vehicle and supplies the power to the inverter, a power storage device that stores regenerative energy generated during deceleration of the electric vehicle and supplies the power to the inverter, a first wiring connecting the inverter and the power storage device, a second wiring connecting the inverter and the battery, and comprising, the length of the first wiring being shorter than the length of the second wiring, the inverter having a circuit section and an inverter case housing the circuit section, the power storage device being disposed within the inverter case, a power train structure of an electric vehicle.

2. The motor, the inverter, and the transmission are integrally disposed between the pair of drive wheels, the power train structure of the electric vehicle according to Claim 1.

3. The power storage device is a capacitor, the power train structure of the electric vehicle according to Claim 1.

4. The power storage device is disposed at a position closer to the center of the electric vehicle in the front-rear direction than the inverter, the power train structure of the electric vehicle according to Claim 1.

5. The power train structure of the electric vehicle according to Claim 1, comprising a cooling section for cooling both the inverter and the power storage device using a common refrigerant.

6. The power train structure of the electric vehicle according to any one of Claims 1 to 5, and the pair of drive wheels, an electric vehicle.

7. Comprising a control section for controlling the supply of power from the power storage device and the battery to the inverter, the control section charging the power storage device preferentially over the battery, the electric vehicle according to Claim 6.

8. A detector for detecting the state of charge of the power storage device, and a control section for controlling the supply of power from the power storage device and the battery to the inverter, the control section causing the power storage device to supply power to the inverter when the state of charge of the power storage device detected by the detector is equal to or higher than a threshold value, and causing the battery to supply power to the inverter when the state of charge of the power storage device is lower than the threshold value, the electric vehicle according to Claim 6.

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