Vehicles equipped with drive motors

Abstract

To restrain a vehicle speed from being decreased caused by distribution of electrical power of an electrical power source of a drive motor to a battery.SOLUTION: A drive motor equipped vehicle 10 comprises: an electrical power source 11 of a drive motor 16; a battery 18 capable of charging electrical power from the electrical power source 11 and capable of supplying the electrical power along with the electrical power source 11 to the drive motor 16; a power distributor 24 for distributing the electrical power from the electrical power source 11 for charging the battery 18 to the battery 18; and a control device 26. The control device 26 controls the power distributor 24 and avoids distributing the electrical power of the electrical power source 11 to the battery 18 when request torque of the drive motor 16 is a predetermined threshold value or more if SOC of the battery 18 is lower than a predetermined lower limit value and when it is not so, it charges the battery 18 by distributing the electrical power of the electrical power source 11 to the battery 18.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle equipped with a drive motor, and particularly to a vehicle that performs control to distribute the power of the power source of the drive motor to a battery that assists the output of the drive motor and charges the battery.

Background Art

[0002] Conventionally, fuel cell vehicles are known. A fuel cell vehicle includes a fuel cell as a power source that supplies power to a drive motor, and a battery that supplies power to the drive motor together with the fuel cell to assist the output of the drive motor. The battery is charged by surplus power from the fuel cell, regenerative power from the drive motor, and the like.

[0003] A configuration including a power source of a drive motor and an assist battery is also adopted in a hybrid vehicle having an engine. For example, a hybrid vehicle called a series hybrid includes a power generation device composed of an engine and a motor generator coupled thereto, and a battery. The power generation device generates power by the rotation of the engine and functions as a power source of the drive motor. The battery is charged by power from the power generation device, regenerative power from the drive motor, and the like, and supplies power to the drive motor together with the power generation device to assist the output of the drive motor. Japanese Patent Application Laid-Open No. 2018-134927 shows an example of a series hybrid.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In electric vehicles (fuel cell vehicles, hybrid vehicles, plug-in hybrid vehicles, etc.) equipped with a battery that assists the output of the drive motor, the battery's State of Charge (SOC) is controlled within a certain range to prevent battery degradation. When the battery's SOC falls to a predetermined lower limit, power from the drive motor's power source (fuel cell, engine's generator, etc.) is distributed to the battery to charge it. At this time, the power that can be supplied to the drive motor decreases, so if the drive motor's required output is high, it may not be able to generate the output needed to meet that requirement. This can result in a decrease in vehicle speed.

[0006] The objective of this invention is to suppress the decrease in vehicle speed caused by the distribution of power from the drive motor's power source to the battery. [Means for solving the problem]

[0007] A vehicle equipped with a drive motor according to the present invention comprises a power source that supplies power to the vehicle's drive motor, a battery that can be charged by the power source and can supply power to the drive motor together with the power source, a power distributor that distributes power from the power source to the battery for charging the battery, and a control device, wherein the control device determines that when the State of Charge (SOC) of the battery falls below a predetermined lower limit, the required torque of the drive motor is equal to or greater than a predetermined threshold. The condition is met. Sometimes, it is necessary to avoid distributing the power from the power source to the battery. The above conditions are met. If not available, the power from the power source is distributed to the battery to charge it. Furthermore, if the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. The power distributor is controlled in such a manner.

[0008] In the vehicle equipped with a drive motor according to the present invention, the power source may be a fuel cell.

[0009] In a vehicle equipped with a drive motor according to the present invention, the power source may be a power generation device that generates electricity by the rotation of an engine.

[0010] Furthermore, the vehicle equipped with a drive motor according to the present invention comprises a power source that supplies power to the vehicle's drive motor, a battery that can be charged by the power source and can supply power to the drive motor together with the power source, a power distributor that distributes power from the power source to the battery for charging the battery, and a control device, wherein the control device detects when the State of Charge (SOC) of the battery falls below a predetermined lower limit, the required torque of the drive motor is above a predetermined threshold, and an increase in the vehicle's speed is not detected. The condition is met. Sometimes, it is necessary to avoid distributing the power from the power source to the battery. The above conditions are met. If not available, the power from the power source is distributed to the battery to charge it. Furthermore, if the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. The power distributor is controlled in such a manner.

[0011] Furthermore, the vehicle equipped with a drive motor according to the present invention comprises a power source that supplies power to the vehicle's drive motor, a battery that can be charged by the power source and can supply power to the drive motor together with the power source, a power distributor that distributes power from the power source to the battery for charging the battery, and a control device, wherein the control device detects when the State of Charge (SOC) of the battery falls below a predetermined lower limit and the accelerator opening is above a predetermined threshold. The condition is met. Sometimes, it is necessary to avoid distributing the power from the power source to the battery. The above conditions are met. If not available, the power from the power source is distributed to the battery to charge it. Furthermore, if the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. The power distributor is controlled in such a manner. [Effects of the Invention]

[0012] According to the present invention, when the drive motor's required output is high, the power from the drive motor's power source is not distributed to the battery, thereby suppressing insufficient power supply to the drive motor relative to its required output. Therefore, a decrease in vehicle speed can be suppressed. [Brief explanation of the drawing]

[0013] [Figure 1] It is a configuration diagram of the power system of the drive motor in a fuel cell vehicle. [Figure 2] It is a flowchart showing the processing performed by the control device. [Figure 3] It is a timing chart for explaining the charge control of the battery. [Figure 4] It is a flowchart showing the processing of another embodiment performed by the control device. [Figure 5] It is a diagram exemplifying a running load map. (A) shows the running load map of the vehicle inclination angle, and (B) shows the running load map of the vehicle load. [Figure 6] It is a configuration diagram of the power system of the drive motor in a hybrid vehicle.

Embodiments for Carrying Out the Invention

[0014] Hereinafter, embodiments of the present invention will be described based on the drawings. Note that the present invention is not limited to the embodiments described herein. The same reference numerals are assigned to the same elements in all the drawings, and duplicate descriptions are omitted.

[0015] FIG. 1 is a configuration diagram of the power system of the drive motor 16 in a fuel cell vehicle. In FIG. 1, devices electrically connected to the control device 26 of the PCU 20 are shown by blowouts. The fuel cell vehicle as the vehicle 10 includes an FC stack 11 as a fuel cell, an IPM (Intelligent Power Module) 12, a PCU (Power Control Unit) 20, a drive motor 16, and a battery 18. [[ID=3F]]

[0016] The FC stack 11 is a stack of fuel cells composed of a plurality of fuel cells combined. Each fuel cell supplies hydrogen as fuel gas to the anode side, supplies air as oxidizing gas to the cathode side, and extracts the necessary electric power through a battery chemical reaction through an electrolyte membrane which is a solid polymer membrane. The FC stack 11 is connected to a drive motor 16 for driving the vehicle 10 and supplies electric power to the drive motor 16. That is, the FC stack 11 is the power source of the drive motor 16. The IPM 12 and the PCU 20 are connected to the power supply path from the FC stack 11 to the drive motor 16.

[0017] The IPM 12 includes a boost converter 12a and an FCDC-ECU 12b. The boost converter 12a is a DC voltage converter that boosts the DC voltage from the FC stack 11 and outputs it to the drive motor 16 side. The FCDC-ECU 12b is a control circuit (control means) of the boost converter 12a. Note that "FCDC" is an abbreviation of the FCDC / DC converter, that is, the boost converter 12a, and "FCDC-ECU" means an electronic control unit that controls the boost converter 12a.

[0018] The PCU 20 includes an inverter 22, a boost converter 24, and a control device 26. The inverter 22 is provided in the power supply path from the boost converter 12a of the IPM 12 to the drive motor 16, converts DC current into three-phase AC current, and supplies it to the drive motor 16.

[0019] The boost converter 24 of the PCU20 is a DC voltage converter and is connected between the power supply path from the boost converter 12a of the IPM12 to the inverter 22 and the battery 18. The battery 18 is a secondary battery such as a lithium-ion battery. The boost converter 24 boosts the DC voltage from the battery 18 and outputs it to the drive motor 16. The boost converter 24 also charges the battery 18 by adjusting the DC voltage from the FC stack 11 and outputting it to the battery 18. When charging the battery 18, the boost converter 24 functions as a power distributor, distributing power from the FC stack 11 to the drive motor 16 and the battery 18. The boost converter 24 can also charge the battery 18 by adjusting the DC voltage from the drive motor 16 and outputting it to the battery 18 during the regenerative operation of the drive motor 16.

[0020] The control device 26 is a controller called an MG-ECU. The control device 26 includes a processor 27 and a memory 28. The processor 27 operates according to the program and control data stored in the memory 28 and controls the inverter 22 and the boost converter 24 (power distributor).

[0021] The control device 26 controls the charging and discharging of the battery 18 via the boost converter 24. The control device 26 can supply power from the battery 18 along with power from the FC stack 11 to the drive motor 16 to assist the output of the drive motor 16. The control device 26 can also charge the battery 18 using power from the FC stack 11, regenerative power from the drive motor 16, etc.

[0022] Vehicle 10 is equipped with an accelerator sensor 30, a vehicle speed sensor 32, and a SOC detection unit 34. The accelerator sensor 30 is a detector that detects the amount the driver depresses the accelerator pedal, i.e., the accelerator opening. The vehicle speed sensor 32 is a detector that detects the speed of vehicle 10. The SOC detection unit 34 is a device that detects the state of charge (SOC) of the battery 18. The method for detecting the SOC can employ well-known techniques such as using an SOC-OCV map (a map showing the relationship between the battery's SOC and open-circuit voltage) or integrating the battery's charge and discharge currents.

[0023] The control device 26 receives input from the accelerator sensor 30, the vehicle speed sensor 32, and the detection values ​​from the SOC detection unit 34. The memory 28 of the control device 26 stores a required torque setting map in which the relationship between accelerator opening, vehicle speed, and required torque is predetermined. The control device 26 uses the required torque setting map to derive the required torque Tr corresponding to the input accelerator opening and vehicle speed. The required torque Tr is used in the flow shown in Figure 2. The SOC of the battery 18 detected by the SOC detection unit 34 is also used in the flow shown in Figure 2.

[0024] As shown in Figure 1, the vehicle 10 may further include a tilt sensor 36, a weight sensor 38, a GNSS (Global Navigation Satellite System) receiver 40, and a map database 42. These are used in other embodiments (Figures 4 and 5) and will be described later.

[0025] Figure 2 is a flowchart showing the process performed by the control device 26. The control device 26 repeatedly executes the flow shown in Figure 2 at predetermined intervals and controls the charging and discharging of the battery 18 based on the state of charge (SOC) of the battery 18 and the required torque Tr of the drive motor 16.

[0026] Figure 3 is a timing chart showing an example of charging and discharging of battery 18 with the flow shown in Figure 2 applied. Figure 3 shows an example where the accelerator pedal is operated so that the vehicle speed v remains constant (target vehicle speed shown in Figure 3) when vehicle 10 travels sequentially on a flat road (0% gradient), uphill (positive gradient), and downhill (negative gradient). In this case, the required torque Tr of vehicle 10 will change in the same way as the increase or decrease in the gradient of the road on which vehicle 10 travels.

[0027] In Figure 3, "Vehicle Torque" shows the actual torque of the vehicle 10 (solid line), and the required torque Tr is also shown by a dashed line. In the same figure, "SOC" and "Battery Output" show the State of Charge (SOC) and output of the battery 18, respectively. "Power Source Output" shows the output of the FC stack 11.

[0028] The flow in Figure 2 will be explained with reference to the timing chart in Figure 3. At time 0 (far left) in Figure 3, the State of Charge (SOC) of battery 18 is higher than the predetermined lower limit SL (S100:No in Figure 2). The lower limit SL is the lower limit of the preferred operating range for the SOC of battery 18, determined from the viewpoint of preventing degradation of battery 18. The lower limit SL is pre-stored in the memory 28 of the control device 26.

[0029] Furthermore, at time 0, vehicle 10 is traveling on a flat road (gradient 0%), and the required torque Tr is relatively low. In this case, in Figure 2, S100 is No (SOC ≥ lower limit SL) and S104 is No (required torque < threshold Th2), so the control device 26 does not charge or discharge the battery 18 (S116). At this time, the drive motor 16 operates using only the power from the FC stack 11.

[0030] At time t1 in Figure 3, the vehicle 10 begins to climb, and the gradient of the climb increases until time t2. At this time, the required torque Tr increases, and the required torque Tr becomes greater than or equal to the threshold Th2. Therefore, S104 in Figure 2 becomes Yes (required torque Tr ≥ threshold Th2), and at S114, the control device 26 discharges the battery 18 to assist the output of the drive motor 16 (hereinafter referred to as battery assist). In other words, the control device 26 supplies power from the battery 18 along with the power from the FC stack 11 to the drive motor 16.

[0031] Between times t1 and t2, the power source output (output of FC stack 11) increases in line with the increase in the required torque Tr. However, it reaches its maximum output before time t2 and cannot be increased any further. As a result, a discrepancy occurs between the required torque Tr and the actual torque from around the middle of the time between t1 and t2 to around time t6 (end of uphill climb), causing the vehicle speed v to be lower than the target vehicle speed.

[0032] After time t2, vehicle 10 continues to climb the slope, but the gradient remains constant. Between times t2 and t3, the battery assist continues, causing the State of Charge (SOC) of battery 18 to decrease, and around time t3, the SOC falls below the lower limit SL. Therefore, at time t4, the battery assist is terminated.

[0033] Here, since the State of Charge (SOC) of battery 18 has fallen below the lower limit SL, it is conceivable that power from the fuel cell stack 11 is distributed to battery 18 to immediately restore the SOC to a value higher than the lower limit SL, thereby initiating charging of battery 18. In Figure 3, this operation is shown by a dashed line as a comparative technique. In this case, since power from the fuel cell stack 11 is distributed to battery 18, the power supplied to the drive motor 16 will decrease from time t4 onward. As a result, the actual torque decreases as shown by the dashed line of the vehicle torque, causing the vehicle speed v to drop significantly relative to the target vehicle speed.

[0034] On the other hand, in this embodiment, the control device 26 controls the charging of the battery 18 so that the vehicle speed v described above does not decrease. Specifically, as shown in Figure 2, in S100, if the State of Charge (SOC) of the battery 18 falls below the lower limit SL (SOC < lower limit SL, S100: Yes), the control device 26 checks in S102 whether the current required torque Tr of the drive motor 16 is greater than or equal to a predetermined threshold Th1. Then, if the required torque Tr is greater than or equal to the threshold Th1 (required torque Tr ≥ threshold Th1, S102: Yes), the control device 26 postpones charging the battery 18 using the power of the FC stack 11 (S110). In other words, the control device 26 avoids distributing the power of the FC stack 11 to the battery 18. Figure 3 shows an example in which the charging of the battery 18 is postponed until around time t4 to t6. As a result, the decrease in vehicle speed v is suppressed compared to the comparative technology.

[0035] At time t5, the road gradient begins to decrease, and at time t6, the gradient becomes 0%. After time t6, the downhill continues. Between times t5 and t6, the required torque Tr of the drive motor 16 is less than the threshold Th1. When the required torque Tr is less than the threshold Th1 (required torque Tr < threshold Th1, S102: No), the control device 26 distributes power from the FC stack 11 to the battery 18 to charge the battery 18 (S112). Figure 3 shows an example where charging of the battery 18 begins a little before time t6. As a result, the state of charge (SOC) of the battery 18 can recover to a value exceeding the lower limit SL.

[0036] In this embodiment, while the battery 18 is being charged, the power from the FC stack 11 is distributed to the battery 18, so the power available to the drive motor 16 decreases. However, because the required torque Tr of the drive motor 16 is lower, a power supply shortage to the drive motor 16 relative to the required torque Tr does not occur, or is unlikely to occur. Therefore, the decrease in vehicle speed due to the charging of the battery 18 can be suppressed.

[0037] According to the embodiments described above, when the State of Charge (SOC) of the battery 18 falls below the lower limit SL, the control device 26 avoids distributing power from the power source (FC stack 11) of the drive motor 16 to the battery 18 when the required torque Tr of the drive motor 16 is high. This suppresses insufficient power supply to the drive motor 16 relative to the required torque Tr of the drive motor 16. Therefore, a decrease in vehicle speed can be suppressed.

[0038] In the embodiments described above, the control device 26 determined whether or not to charge the battery 18 based on the required torque of the drive motor 16. However, the control device 26 may also determine whether or not to charge the battery 18 based on the accelerator opening instead of the required torque. Specifically, when the State of Charge (SOC) of the battery 18 falls below a predetermined lower limit SL, the control device 26 postpones distributing power from the FC stack 11 (power source) to the battery 18 if the accelerator opening is above a predetermined threshold. Otherwise, it distributes power from the FC stack 11 to the battery 18 and charges the battery 18.

[0039] Next, another embodiment will be described. Figure 4 is a flowchart of the process in another embodiment. The flow in Figure 4 is the same as the flow in Figure 2, but with the addition of a condition for determining whether or not to charge the battery 18 when the State of Charge (SOC) of the battery 18 falls below the lower limit value SL. Specifically, the flow in Figure 4 has the addition of a driving load level condition (S201) and a vehicle speed condition (S206) compared to the flow in Figure 2.

[0040] In the flow chart of Figure 4, if the State of Charge (SOC) of the battery 18 is lower than the lower limit SL (S200: Yes), the control device 26 checks in S201 whether the driving load level of the vehicle 10 is equal to or greater than a predetermined threshold Bth. If the driving load level of the vehicle 10 is equal to or greater than the predetermined threshold Bth (S201: Yes), the control device 26 proceeds to check the condition in S202 (corresponding to S102 in Figure 2). Otherwise, it distributes power from the FC stack 11 to the battery 18 to charge the battery 18 (S212). In other words, if the driving load level of the vehicle 10 is less than the threshold Bth (S201: No), the control device 26 charges the battery 18 regardless of other conditions (S202, 206) (S212).

[0041] Here, the driving load level may be a value that increases as the gradient of the uphill slope the vehicle is traveling on increases, for example. As shown in Figure 1, the vehicle 10 is equipped with a tilt sensor 36 that detects the vehicle's tilt. Also, as shown in Figure 5(A), a map linking the presence or absence of driving, the vehicle's tilt angle θ, and the driving load level is pre-stored in the memory 28 of the control device 26. In the map in Figure 5(A), the presence or absence of driving indicates whether the vehicle is moving forward or not, and the vehicle's tilt angle θ indicates the upward tilt angle of the front of the vehicle relative to the rear of the vehicle. The control device 26 receives driving information from the vehicle speed sensor 32 and the tilt angle of the vehicle 10 from the tilt sensor 36. Then, the control device 26 uses the map in Figure 5(A) to derive the driving load level corresponding to the received driving presence or absence and tilt angle. The control device 26 then compares the derived driving load level with a threshold Bth (S201 in Figure 4) to determine whether or not to charge the battery.

[0042] Furthermore, the driving load level may be a value that increases as the vehicle's load increases, for example. As shown in Figure 1, the vehicle 10 is equipped with a weight sensor 38 that detects the total weight of people, luggage, etc. in the vehicle. Also, as shown in Figure 5(B), a map linking driving status, load, and driving load level is pre-stored in the memory 28 of the control device 26. The control device 26 receives driving status information from the vehicle speed sensor 32 and the load of the vehicle 10 from the weight sensor 38. Then, the control device 26 uses the map in Figure 5(B) to derive the driving load level corresponding to the received driving status and load. The control device 26 then compares the derived driving load level with a threshold Bth (S201 in Figure 4) to determine whether or not to charge the battery. The control device 26 may also derive the driving load level from Figures 5(A) and (B), multiply them, etc., and use the resulting driving load level in S201 in Figure 4.

[0043] Next, the vehicle speed condition (S206) in Figure 4 will be explained. S206 is the process by which the control device 26 checks whether or not a decrease in vehicle speed has been detected. Specifically, in S206, the control device 26 checks whether the current vehicle speed v is less than or equal to the value obtained by subtracting γ (a predetermined value greater than 0) from the vehicle speed vp (referred to as the previous vehicle speed vp) when the flow in Figure 4 was executed last time. Then, if S206 is Yes (vehicle speed v ≤ (previous vehicle speed vp - γ), a decrease in vehicle speed has been detected), the control device 26 postpones battery charging (S210), and if S206 is No (vehicle speed v > (previous vehicle speed vp - γ), maintenance or increase in vehicle speed has been detected), battery charging is performed (S212). Note that above, γ was set to a value greater than 0, but γ may also be 0. In this case, the control device 26 will postpone battery charging (S210) if S206 is Yes (vehicle speed v ≤ previous vehicle speed vp, vehicle speed maintenance or deceleration is detected, i.e., no increase in vehicle speed is detected), and will perform battery charging (S212) if S206 is No (vehicle speed v > previous vehicle speed vp, an increase in vehicle speed is detected).

[0044] As explained above in the flow diagram in Figure 4, the decrease in vehicle speed due to battery charging can be suppressed.

[0045] In the flowchart of Figure 4, the control device 26 determined whether or not to charge the battery 18 by checking three conditions S201, S202, and S206 when the State of Charge (SOC) of the battery 18 was lower than the lower limit SL (S200: Yes). However, the control device 26 may determine whether or not to charge the battery 18 based on any one or two of the three conditions. It is preferable to use the vehicle speed condition (S206) in combination with at least one of the driving load condition (S201) and torque condition (S202).

[0046] Furthermore, as indicated in Figure 4 where it says "Optional conditions can be added," additional conditions may be added after S206. For example, the control device 26 may postpone battery charging (S210) if it can confirm that the continuation of uphill driving in the direction the vehicle 10 is traveling is less than or equal to a predetermined distance, or that there is a downhill section after the uphill section; otherwise, it may perform battery charging (S212). This prevents the postponement of battery charging from continuing and the battery 18's SOC from remaining below the lower limit SL for an extended period of time. The detection of the continuation distance of uphill driving in the direction the vehicle 10 is traveling and the presence or absence of a downhill section after the uphill section can be achieved, for example, using a GNSS receiver 40 (see Figure 1) that detects the current position of the vehicle 10 and a map database 42 (see Figure 1) that stores three-dimensional map information.

[0047] Furthermore, the control device 26 may measure the delay time for battery charging (the time elapsed since S210 in Figure 4 was first executed) and, if the delay time exceeds a predetermined upper limit, forcibly perform battery charging (S212). Even in this case, it is possible to suppress the state of charge of the battery 18 remaining below the lower limit value SL for a long period of time.

[0048] The vehicle 10 in the embodiment described above was a fuel cell vehicle. However, the vehicle may also be a hybrid vehicle, a plug-in hybrid vehicle, etc. Figure 6 is a diagram showing the configuration of the power system of the drive motor in a series hybrid (an example of a hybrid vehicle).

[0049] As shown in Figure 6, vehicle 10A is equipped with a power generator 80 and an inverter 82. The power generator 80 includes an engine 86 and a motor generator 84 coupled to it. The power generator 80 uses the engine 86 to rotate the rotor of the motor generator 84 and outputs a three-phase alternating current. The inverter 82 converts the three-phase alternating current from the power generator 80 into a direct current and supplies it to the PCU 20. Thus, in vehicle 10A of Figure 6, the power generator 80 is the power source for the drive motor 16. The configuration and control of the PCU 20, drive motor 16, and battery 18 are the same as those of vehicle 10 in Figure 1 described above. In vehicle 10A of Figure 6, as in vehicle 10 in Figure 1 described above, the decrease in vehicle speed due to battery charging can be suppressed. [Explanation of symbols]

[0050] 10,10A Vehicle (vehicle equipped with drive motor), 11 FC stack (power source), 12 IPM, 12a Boost converter, 12b FCDC-ECU, 16 Drive motor, 18 Battery, 20 PCU, 22 Inverter, 24 Boost converter (power distributor), 26 Control unit, 27 Processor, 28 Memory, 30 Accelerator sensor, 32 Vehicle speed sensor, 34 SOC detection unit, 36 Tilt sensor, 38 Weight sensor, 40 GNSS receiver, 42 Map database, 80 Power generator (power source), 82 Inverter, 84 Motor generator, 86 Engine.

Claims

1. A power source that supplies power to the vehicle's drive motor, A battery that can be charged by the aforementioned power source and can supply power to the drive motor together with the aforementioned power source, A power distributor that distributes power from the power source to the battery for charging the battery, A control device is provided, The control device is When the State of Charge (SOC) of the battery falls below a predetermined lower limit, and the condition is met that the required torque of the drive motor is equal to or greater than a predetermined threshold, the power from the power source is not distributed to the battery; otherwise, the power from the power source is distributed to the battery to charge it. If the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. Control the power distributor in such a way. A vehicle equipped with a drive motor, characterized by the following features.

2. A vehicle equipped with a drive motor according to claim 1, The aforementioned power source is a fuel cell. A vehicle equipped with a drive motor, characterized by the following features.

3. A vehicle equipped with a drive motor according to claim 1, The aforementioned power source is a power generation device that generates electricity through the rotation of an engine. A vehicle equipped with a drive motor, characterized by the following features.

4. A power source that supplies power to the vehicle's drive motor, A battery that can be charged by the aforementioned power source and can supply power to the drive motor together with the aforementioned power source, A power distributor that distributes power from the power source to the battery for charging the battery, A control device is provided, The control device is When the State of Charge (SOC) of the battery falls below a predetermined lower limit, and the required torque of the drive motor is above a predetermined threshold, and no increase in the vehicle's speed is detected, the power from the power source is not distributed to the battery. If the above conditions are not met, the power from the power source is distributed to the battery to charge it. If the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. Control the power distributor in such a way. A vehicle equipped with a drive motor, characterized by the following features.

5. A power source that supplies power to the vehicle's drive motor, A battery that can be charged by the aforementioned power source and can supply power to the drive motor together with the aforementioned power source, A power distributor that distributes power from the power source to the battery for charging the battery, A control device is provided, The control device is When the State of Charge (SOC) of the battery falls below a predetermined lower limit, if the condition that the accelerator opening is equal to or greater than a predetermined threshold is met, the power from the power source is not distributed to the battery; otherwise, the power from the power source is distributed to the battery to charge it. If the time during which the distribution of power from the power source to the battery is avoided due to the fulfillment of the above conditions exceeds a predetermined upper limit, the power from the power source is distributed to the battery to charge the battery. Control the power distributor in such a way. A vehicle equipped with a drive motor, characterized by the following features.

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