electric vehicles

Abstract

To suppress restriction of the usage of an auxiliary machine in an automatic driving mode.SOLUTION: An electric vehicle comprises: a motor for travelling; an inverter for driving the motor; a power storage device connected to the inverter via a power line; an auxiliary machine connected to the power line; and a controller for switching between a manual driving mode and an automatic driving mode to drive the vehicle on the basis of a requested power for travelling. In the manual driving mode, when the total power of the requested power and a usage power of the auxiliary machine is exceeding a threshold value, the controller restricts usage of the auxiliary machine compared to when the total power is the threshold value or less. In the automatic driving mode, the controller sets the requested power so that the total power becomes the threshold value or less.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] Conventionally, a hybrid vehicle has been proposed that includes an engine and a motor connected to drive wheels via a power distribution mechanism, an inverter that drives the motor, a battery connected to the inverter via a power line, and a converter that steps down the power of the power line and supplies it to a low-power device (see, for example, Patent Document 1). In this hybrid vehicle, when the remaining amount of the battery falls below the remaining amount lower limit value during parking, the engine is started, and the motor generates electricity by the driving force of the engine to charge the battery. Then, when the temperature of the inverter is lower than the temperature threshold value, the output of the converter is limited to the first output upper limit value, and when the temperature of the inverter is higher than the temperature threshold value, the output of the converter is limited to a second output upper limit value lower than the first output upper limit value.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In an electric vehicle including a traveling motor, an inverter that drives the motor, a power storage device connected to the inverter via a power line, an auxiliary machine connected to the power line, and a control device that controls the motor to travel based on a required power for traveling, when the required power exceeds a threshold value during operation of the auxiliary machine, there is a device that restricts the use of the auxiliary machine for the acceleration performance of the vehicle. On the other hand, in the automatic driving mode, the requirement for the acceleration performance of the vehicle is low, and it is required to suppress the restriction of the use of the auxiliary machine.

[0005] The electric vehicle described herein is primarily intended to suppress the restriction on the use of auxiliary equipment when in autonomous driving mode. [Means for solving the problem]

[0006] The electric vehicle of this disclosure employs the following means to achieve the main objective described above.

[0007] The electric vehicle disclosed herein is An electric vehicle comprising: a motor for driving; an inverter for driving the motor; a power storage device connected to the inverter via a power line; auxiliary equipment connected to the power line; and a control device that switches between manual driving mode and automatic driving mode to drive the vehicle based on the required power for driving, The control device is In the manual operation mode, if the sum of the requested power and the power used by the auxiliary equipment exceeds a threshold, the use of the auxiliary equipment is restricted to a greater extent than when the sum of the power is below the threshold. In the case of the automatic driving mode, the requested power is set so that the total power is less than or equal to the threshold. This is the gist of it.

[0008] In the electric vehicle of this disclosure, in manual driving mode, when the sum of the requested power and the power used by auxiliary equipment exceeds a threshold, the use of auxiliary equipment is restricted to the same extent as when the sum of the requested power is below the threshold. This suppresses the restriction of power for driving or reduces the degree of such restriction, thereby preventing the driver from feeling a lack of acceleration. On the other hand, in automatic driving mode, the requested power is set so that the sum of the requested power is below the threshold. This keeps the sum of the requested power below the threshold and prevents the restriction of auxiliary equipment use. Examples of auxiliary equipment include an air conditioning system that provides air conditioning in the passenger compartment and a converter that steps down the power of the power line and supplies it to a second power line. Therefore, it is possible to suppress a decrease in passenger comfort due to the restriction of the power used by the air conditioning system and a decrease in the power supplied to the second power line due to the restriction of the power used by the converter. Here, the threshold may be the allowable output power of the energy storage device.

[0009] In the electric vehicle of this disclosure, the auxiliary equipment includes an air conditioning unit for providing air conditioning in the passenger compartment and a converter for stepping down the power of the power line and supplying it to a second power line. The control device may, in the manual driving mode and when the total power exceeds the threshold, restrict the use of the air conditioning unit and the converter in that order, based on the amount by which the total power exceeds the threshold. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram of an electric vehicle 20 as an embodiment of the present disclosure. [Figure 2] This flowchart shows an example of a processing routine that is repeatedly executed by the main ECU38. [Modes for carrying out the invention]

[0011] Embodiments for implementing this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram of an electric vehicle 20 as an embodiment of this disclosure. As shown in the figure, the electric vehicle 20 of the embodiment includes a motor 22, an inverter 23, a battery 26 as an energy storage device, an air conditioning system 27, a DC / DC converter 28, a low-voltage battery 30, a low-voltage auxiliary system 31, a brake system 32, a steering system 34, and a main electronic control unit (hereinafter referred to as "main ECU") 38.

[0012] The motor 22 is configured, for example, as a synchronous generator-motor, and the rotor of the motor 22 is connected to a drive shaft 21 which is connected to drive wheels 36a and 36b via a differential gear 35. The inverter 23 has multiple switching elements and is connected to a high-voltage battery 26 via a high-voltage power line 25. The motor 22 is rotated by switching control of the multiple switching elements of the inverter 23 by a drive electronic control unit (hereinafter referred to as "drive ECU") 24. A smoothing capacitor is attached to the high-voltage power line 25.

[0013] The drive ECU 24, although not shown in the diagram, includes a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The drive ECU 24 receives signals from various sensors via its input ports. For example, the drive ECU 24 receives the rotational position θm from a rotational position sensor that detects the rotational position of the motor 22's rotor, and the phase currents Iu and Iv from current sensors that detect the phase currents of each phase of the motor 22. The drive ECU 24 controls the inverter 23. Based on the rotational position θm of the motor 22's rotor from the rotational position sensor, the drive ECU 24 calculates the electrical angle θe and rotational speed Nm (rotational speed Nd of the drive shaft 21) of the motor 22, calculates the torque Tm of the motor 22 based on the electrical angle θe and the phase currents Iu and Iv of each phase of the motor 22 from the current sensors, and calculates the power Pm used by the motor 22 based on the torque Tm and rotational speed Nm of the motor 22. The drive ECU24 communicates with the main ECU38 via a communication port.

[0014] The high-voltage battery 26 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and as described above, is connected to the inverter 23 via the high-voltage power line 25. The air conditioning system 27 includes a refrigeration cycle having a compressor, condenser, expansion valve, and evaporator, and a blower fan, and provides air conditioning in the vehicle cabin. The DC / DC converter 28 steps down the power from the high-voltage power line 25 and supplies it to the low-voltage power line 29. Hereinafter, the air conditioning system 27 and the DC / DC converter 28 may be collectively referred to as "high-voltage auxiliary equipment".

[0015] The low-voltage battery 30 is configured as a lead-acid battery, for example, with a lower rated voltage than the high-voltage battery 26. Examples of low-voltage auxiliary equipment 31 include various lights, audio systems, power windows, and seat heaters. The low-voltage battery 30 and the low-voltage auxiliary equipment 31 are connected to the low-voltage power line 29.

[0016] The brake system 32 is configured as a well-known hydraulically driven brake system and is capable of applying braking force to the drive wheels 36a, 36b and driven wheels 36c, 36d due to the braking force caused by pressing the brake pedal 48 and due to hydraulic pressure adjustment. The brake system 32 is controlled by an electronic brake control unit (hereinafter referred to as "brake ECU") 33. The brake ECU 33 is equipped with a microcomputer similar to that of the drive ECU 24. The brake ECU 33 controls the brake system 32, specifically controlling the braking force caused by the braking force from the brake system 32 and the braking force caused by hydraulic pressure adjustment. The brake ECU 33 communicates with the main ECU 38 via a communication port.

[0017] The steering system 34 is mechanically connected to the steering wheel and the drive wheels 36a and 36b via a steering shaft and is equipped with steering actuators. The steering system 34 steers the drive wheels 36a and 36b based on the driver's input and also steers the drive wheels 36a and 36b by driving the actuators based on steering signals from the main ECU 38.

[0018] The main ECU 38 is equipped with a microcomputer similar to that of the drive ECU 24. The main ECU 38 receives signals from various sensors via input ports. For example, the main ECU 38 receives the line voltage VH from a voltage sensor attached to the high-voltage power line 25, the voltage Vb from a voltage sensor attached between the terminals of the high-voltage battery 26, the current Ib from a current sensor attached to the output terminal of the high-voltage battery 26, and the temperature Tb from a temperature sensor attached to the high-voltage battery 26. The main ECU 38 also receives the air conditioning instruction signal from the air conditioning switch 27a, which instructs the air conditioning unit 27 to be turned on or off. The main ECU 38 also receives the ignition signal IG from the ignition switch 40, the vehicle speed V from the vehicle speed sensor 41, the wheel speeds Vwa~Vwd of the drive wheels 36a, 36b and driven wheels 36c, 36d from the wheel speed sensor 42, and the acceleration α from the acceleration sensor 43. The main ECU 38 also receives input from the yaw rate sensor 44 (Yr) and the road surface gradient θr from the gradient sensor 45. The main ECU 38 also receives input from the accelerator pedal position sensor 47 (AP), which detects the amount the accelerator pedal 46 is pressed, and from the brake pedal position sensor 49 (BP), which detects the amount the brake pedal 48 is pressed.

[0019] The main ECU 38 controls, for example, the air conditioning unit 27, the DC / DC converter 28, the steering system 34, the display device 70 mounted on the instrument panel, and the communication device 72. The main ECU 38 calculates the state of charge (SOC) of the high-voltage battery 26 based on the integrated value of the current Ib of the high-voltage battery 26 from the current sensor, and sets the output limit Wout as the allowable output of the high-voltage battery 26 based on the state of charge (SOC) of the high-voltage battery 26 and the temperature Tb of the high-voltage battery 26 from the temperature sensor. The main ECU 38 also calculates the total power usage Ph of the high-voltage auxiliary equipment connected to the high-voltage power line 25, specifically the sum of the power usage Pac and Pdc of the air conditioning unit 27 and the DC / DC converter 28. The power usage Pdc of the DC / DC converter 28 includes the power supplied from the high-voltage power line 25 to the low-voltage power line 29. The power consumption Ph of the high-voltage auxiliary equipment can be calculated, for example, by subtracting the power consumption Pm of the motor 22 from the output Wb (=Vb × Ib) of the high-voltage battery 26, or by attaching power sensors to the air conditioning unit 27 and the DC / DC converter 28 and summing the detected values. As described above, the main ECU 38 communicates with the drive ECU 24 and the brake ECU 33 via communication ports. The main ECU 38 also communicates with the shift electronic control unit (hereinafter referred to as "shift ECU") 50, the peripheral recognition electronic control unit (hereinafter referred to as "peripheral recognition ECU") 55, and the navigation device 60 via communication ports.

[0020] The shift ECU 50 includes a microcomputer similar to that of the drive ECU 24. The shift ECU 50 inputs signals from various sensors via input ports. For example, the shift ECU 50 inputs the shift operation position from a shift position sensor 52 that detects the operation position of the shift lever 51. The shift ECU 50 communicates with the main ECU 38 and the peripheral recognition ECU 55 via communication ports. For example, the shift ECU 50 sets the shift position SP based on the shift operation position from the shift position sensor 52 and the peripheral recognition signal (described later) from the peripheral recognition ECU 55, and transmits the set shift position SP to the main ECU 38. Examples of the shift operation position and the shift position SP include the parking position (P range), neutral position (N range), drive position (D range), reverse position (R range), and the like.

[0021] The peripheral recognition ECU 55 includes a microcomputer similar to that of the drive ECU 24. The peripheral recognition ECU 55 inputs various signals via input ports. For example, the peripheral recognition ECU 55 inputs a peripheral recognition signal (e.g., the inter-vehicle distances D1, D2 between the host vehicle and other vehicles in front of and behind the host vehicle, and the running position of the host vehicle in the lane on the road surface) indicating information about the host vehicle and its surroundings from a peripheral recognition device 56, and a mode signal from an automatic driving switch 57. Examples of the components of the peripheral recognition device 56 include a camera, millimeter-wave radar, quasi-millimeter-wave radar, infrared laser radar, sonar, and the like. The automatic driving switch 57 is a switch for switching between a manual driving mode in which the driver performs driving operations and an automatic driving mode in which the driver does not perform driving operations. As described above, the peripheral recognition ECU 55 communicates with the main ECU 38 and the shift ECU 50 via communication ports.

[0022] The navigation device 60 includes a main body 61 with a built-in control unit, a GPS antenna 62, and a display 63. The control unit of the main body 61 has a storage medium (such as a hard disk or SSD), input / output ports, and communication ports. Map information and the like are stored in the storage medium. The map information includes service information (such as sightseeing information and parking lots), road information for each driving section (such as between traffic lights and intersections), and the like. The road information includes distance information, width information, number of lanes information, area information (urban areas and suburbs), type information (general roads and highways), gradient information, legal speed, number of traffic lights, and the like. The GPS antenna 62 receives information regarding the current location of the vehicle itself. The display 63 is configured as a touch panel type display, and displays various information such as map information, information regarding the current location of the vehicle itself, and information regarding the planned driving route to the destination, and enables the user to input various instructions. When the destination is set by the user operating the display 63, the main body 61 of the navigation device 60 sets a planned driving route from the current location of the vehicle itself to the destination based on the map information, the current location of the vehicle itself, and the destination, and displays the set planned driving route on the display 63 to provide route guidance.

[0023] In the electric vehicle 20 of the embodiment configured in this way, the vehicle is driven by switching between a manual driving mode (the automatic driving switch 57 is off) and an automatic driving mode (the automatic driving switch 57 is on) through the cooperative control of the main ECU 38, the drive ECU 24, the brake ECU 33, and the like.

[0024] Next, the operation of the electric vehicle 20 of the embodiment, particularly the driving in the manual driving mode and the automatic driving mode, will be described. FIG. 2 is a flowchart showing an example of a processing routine repeatedly executed by the main ECU 38. When this routine is executed, the main ECU 38 determines whether it is in the manual driving mode or the automatic driving mode (step S100).

[0025] When the main ECU 38 determines in step S100 that it is in manual driving mode, it inputs the required power Pd* for driving, the output limit Wout of the high-voltage battery 26, and the power Ph used by the high-voltage auxiliary equipment (air conditioning unit 27 and DC / DC converter 28) (step S110). Here, the required power Pd* in manual driving mode is set, for example, as follows: First, the required torque Td* for driving is set based on the accelerator pedal position AP, the brake pedal position BP, and the vehicle speed V. Next, the product of the required torque Td* for driving and the rotational speed Nd of the drive shaft 21 (rotational speed Nm of the motor 22) is set as the required power Pd* for driving. The output limit Wout and the power Ph used are calculated using the method described above.

[0026] Next, the main ECU 38 determines whether the total power (Pd* + Ph), which is the required power for driving Pd* and the power used by the high-voltage auxiliary equipment, is less than or equal to the output limit Wout of the high-voltage battery 26 (step S120). If it determines that the total power (Pd* + Ph) is less than or equal to the output limit Wout, this routine is terminated. In this case, the motor 22 (inverter 23) and brake device 32 are controlled by the coordinated control of the main ECU 38, drive ECU 24, brake ECU 33, etc., to drive based on the required power Pd*. Note that no limit is placed on the high-voltage auxiliary equipment.

[0027] If the main ECU 38 determines in step S120 that the total power (Pd* + Ph) exceeds the output limit Wout, it restricts the use of high-voltage auxiliary equipment based on the amount of the total power (Pd* + Ph) exceeding the output limit Wout (Pd* + Ph - Wout) (step S130), and then terminates this routine. In this case, the main ECU 38, drive ECU 24, brake ECU 33, and other components work together to control the motor 22 (inverter 23) and brake device 32 so that the vehicle runs based on the requested power Pd*. Restricting the use of high-voltage auxiliary equipment can suppress or reduce the degree of restriction on the power available for driving, thereby preventing the driver from feeling a lack of acceleration in the vehicle. The use of high-voltage auxiliary equipment is restricted, for example, by stopping the air conditioning system 27 when the excess amount (Pd* + Ph - Wout) is below the threshold Pref, and by stopping both the air conditioning system 27 and the DC / DC converter 28 when the excess amount (Pd* + Ph - Wout) exceeds the threshold Pref. Even if the DC / DC converter 28 is stopped, the power used by the low-voltage battery 30 alone can supply the power for the low-voltage auxiliary equipment 31 for a certain period of time. One case in which the excess amount (Pd* + Ph - Wout) exceeds the threshold Pref is when the driver presses the accelerator pedal 46 hard and the vehicle accelerates rapidly, but since this time is basically not very long, it is assumed that problems are unlikely to occur even if the DC / DC converter 28 is stopped.

[0028] When the main ECU 38 determines in step S100 that it is in automatic driving mode, it inputs the output limit Wout of the high-voltage battery 26 and the power usage Ph of the high-voltage auxiliary equipment (step S140). Here, the output limit Wout and power usage Ph are calculated using the method described above.

[0029] Next, the main ECU 38 sets the required power Pd* for driving within a range less than or equal to the difference power (Wout-Ph) obtained by subtracting the power used by the high-voltage auxiliary equipment Ph from the output limit Wout of the high-voltage battery 26 (step S150), and then terminates this routine. Here, the required power Pd* in automatic driving mode is set as follows, for example. First, the target vehicle speed V* is set based on information from the navigation device 60 (e.g., map information, the vehicle's current location, the planned driving route, etc.) and information from the surrounding recognition device 56 (e.g., information about the vehicle and its surroundings). Next, the required torque Td* is set so that the vehicle speed V becomes the target vehicle speed V*. Then, the product of the required torque Td* for driving and the rotational speed Nd of the drive shaft 21 (rotational speed Nm of the motor 22) is set as the provisional required power Pdtmp for driving. In addition, the provisional required power Pdtmp is set to the upper limit guard by the difference power (Wout-Ph) to set the required power Pd*. Once the requested power Pd* is set, the motor 22 (inverter 23), brake system 32, and steering system 34 are controlled by coordinated control of the main ECU 38, drive ECU 24, brake ECU 33, etc., to drive along the planned route based on the requested power Pd*. This control prevents the restriction of high-voltage auxiliary equipment (air conditioning system 27 and DC / DC converter 28) from being imposed in automatic driving mode. Therefore, it is possible to suppress the reduction in occupant comfort due to the restriction of the use of the air conditioning system 27, and the reduction in power supplied to the low-voltage power line 29 due to the restriction of the use of the DC / DC converter 28.

[0030] In the electric vehicle 20 of the embodiment described above, the vehicle is driven based on the required power Pd* for driving by switching between manual driving mode and automatic driving mode. In manual driving mode, when the total power (Pd* + Ph) of the required power Pd* and the power used by the high-voltage auxiliary equipment (air conditioner 27 and DC / DC converter 28) exceeds the output limit Wout of the high-voltage battery 26, the use of the high-voltage auxiliary equipment is restricted to the extent that the total power (Pd* + Ph) is less than or equal to the output limit Wout. This suppresses the restriction of driving power, or at least reduces the degree of such restriction, and prevents the driver from feeling a lack of acceleration in the vehicle. On the other hand, in automatic driving mode, the required power Pd* for driving is set within a range of less than or equal to the differential power (Wout - Ph), that is, the required power Pd* is set so that the total power (Pd* + Ph) is less than or equal to the output limit Wout of the high-voltage battery 26. This suppresses the restriction of the use of the high-voltage auxiliary equipment. Therefore, it is possible to suppress the reduction in occupant comfort due to restrictions on the use of the air conditioning unit 27, and the reduction in power supplied to the low-voltage power line 29 due to restrictions on the use of the DC / DC converter 28.

[0031] In the above-described embodiment, in manual operation mode, the total power (Pd* + Ph) is compared with the output limit Wout of the high-voltage battery 26, and in automatic operation mode, the required power Pd* is set so that the total power (Pd* + Ph) is less than or equal to the output limit Wout. However, the embodiment is not limited to this. For example, instead of the output limit Wout, a value obtained by subtracting a margin from the output limit Wout may be used, or a certain threshold may be used.

[0032] In the above-described embodiment, when the total power (Pd* + Ph) exceeds the output limit Wout of the high-voltage battery 26 in manual operation mode, the usage of high-voltage auxiliary equipment is limited as follows: when the excess amount (Pd* + Ph - Wout) is less than or equal to the threshold Pref, the air conditioning system 27 is stopped; and when the excess amount (Pd* + Ph - Wout) exceeds the threshold Pref, both the air conditioning system 27 and the DC / DC converter 28 are stopped. However, the embodiment is not limited to this. For example, when the excess amount (Pd* + Ph - Wout) is less than or equal to the threshold Pref, the power used by the air conditioning system 27 may be reduced as the excess amount (Pd* + Ph - Wout) increases. Alternatively, when the excess amount (Pd* + Ph - Wout) exceeds the threshold Pref, the air conditioning system 27 may be stopped, and the power used by the DC / DC converter 28 may be reduced as the excess amount (Pd* + Ph - Wout) increases.

[0033] In the above-described embodiment, when the total power (Pd* + Ph) in manual operation mode exceeds the output limit Wout of the high-voltage battery 26, the use of the air conditioner 27 and the DC / DC converter 28 are restricted in that order based on the excess amount (Pd* + Ph - Wout). However, the system is not limited to this. For example, the use of only the air conditioner 27 may be restricted regardless of the excess amount (Pd* + Ph - Wout).

[0034] In the embodiments described above, the electric vehicle 20 is equipped with a high-voltage battery 26 as an energy storage device, but it is not limited to this. For example, the electric vehicle 20 may be equipped with a capacitor as an energy storage device.

[0035] In the embodiment described above, the electric vehicle 20 is provided with a drive ECU 24, a brake ECU 33, a main ECU 38, a shift ECU 50, and a surrounding recognition ECU 55, but it is not limited to this. For example, in the electric vehicle 20, at least two of these ECUs may be configured as an integrated unit.

[0036] In the embodiment described above, the electric vehicle 20 is configured to include a driving motor 22, an inverter 23, a high-voltage battery 26, an air conditioning system 27, and a DC / DC converter 28, but it is not limited to this. For example, it may be configured as a hybrid vehicle that further includes an engine in addition to the same configuration as the electric vehicle 20, or as a fuel cell vehicle that further includes a fuel cell in addition to the same configuration as the electric vehicle 20.

[0037] 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 explained. In the embodiment, the motor 22 corresponds to "motor", the inverter 23 corresponds to "inverter", the high-voltage battery 26 corresponds to "energy storage device", the air conditioning device 27 and DC / DC converter 28 correspond to "auxiliary equipment", and each ECU such as the main ECU 38 corresponds to "control device".

[0038] Furthermore, 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 is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0039] The above describes the forms for implementing this disclosure using embodiments, but this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0040] This disclosure can be used in industries such as electric vehicle manufacturing. [Explanation of symbols]

[0041] 20 Electric vehicle, 21 Drive shaft, 22 Motor, 23 Inverter, 24 Drive ECU, 25 High-voltage power line, 26 High-voltage battery, 27 Air conditioning system, 27a Air conditioning switch, 28 DC / DC converter, 29 Low-voltage power line, 30 Low-voltage battery, 31 Low-voltage auxiliary equipment, 32 Brake system, 33 Brake ECU, 34 Steering system, 35 Differential gear, 36a, 36b Drive wheels, 36c, 36d Driven wheels, 38 Main ECU, 40 Ignition switch, 41 Vehicle speed sensor, 42 Wheel speed sensor, 43 Acceleration sensor, 44 Yaw rate sensor, 45 Gradient sensor, 46 Accelerator pedal, 47 Accelerator pedal position sensor, 48 Brake pedal, 49 Brake pedal position sensor, 50 Shift ECU, 51 Shift lever, 52 Shift position sensor, 55 56 Peripheral recognition ECU, 57 Peripheral recognition device, 60 Automatic driving switch, 61 Navigation device, 62 Main unit, 63 GPS antenna, 63 Display, 70 Display device, 72 Communication device.

Claims

1. An electric vehicle comprising: a motor for driving; an inverter for driving the motor; a power storage device connected to the inverter via a power line; auxiliary equipment connected to the power line; and a control device that switches between manual driving mode and automatic driving mode to drive the vehicle based on the required power for driving, The control device is In the manual operation mode, if the sum of the requested power and the power used by the auxiliary equipment exceeds a threshold, the use of the auxiliary equipment is restricted to a greater extent than when the sum of the power is below the threshold. In the case of the automatic driving mode, the requested power is set so that the total power is less than or equal to the threshold. Electric car.

2. The electric vehicle according to claim 1, The threshold is the allowable output of the energy storage device. Electric car.

3. An electric vehicle according to claim 1 or 2, The aforementioned auxiliary equipment includes an air conditioning unit for providing air conditioning inside the vehicle cabin and a converter for stepping down the power from the power line and supplying it to a second power line. When the control device is in manual operation mode and the total power exceeds the threshold, it restricts the use of the air conditioner and the converter in that order, based on the amount by which the total power exceeds the threshold. Electric car.

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