Electric vehicle powertrain structure and 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

Powertrain structure of electric vehicle and electric vehicle

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

[0002] Patent Document 1 discloses a powertrain structure for an electric vehicle that uses a battery. The powertrain structure includes an inverter, a motor, a transmission, and the like. 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 stored in the battery.

[0003] JP 2013-173425 A

[0004] Batteries for electric vehicles are large in volume and weight, limiting their placement flexibility. Generally, batteries are placed in the space under the seats, taking into consideration factors such as the vehicle's center of gravity. In conventional electric vehicles, the limited placement flexibility of batteries results in long wiring connecting the battery and inverter, resulting in increased power transmission loss. Power transmission loss reduces the driving efficiency of electric vehicles.

[0005] In view of the above circumstances, the present disclosure has an object to provide a powertrain structure for an electric vehicle that can reduce power transmission loss when using regenerative energy, and an electric vehicle.

[0006] One aspect of the powertrain structure of an electric vehicle according to the present disclosure includes a motor mounted on the electric vehicle, an inverter electrically connected to 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 when the electric vehicle decelerates and supplies it as power to the inverter, a power storage device that stores regenerative energy generated when the electric vehicle decelerates and supplies it as power to the inverter, first wiring that connects the inverter and the power storage device, and 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 an electric vehicle according to the present disclosure includes the powertrain structure and the pair of drive wheels.

[0008] According to the present disclosure, it is possible to provide a powertrain structure for an electric vehicle that can reduce power transmission loss when using regenerative energy, and an electric vehicle.

[0009] FIG. 1 is a schematic diagram of an electric vehicle according to a first embodiment. FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1, and is a schematic diagram showing the periphery of an e-Axle unit. FIG. 3 is a schematic diagram of an electric control system included in the electric vehicle according to the first embodiment. FIG. 4 is a flowchart illustrating the drive operation of the powertrain structure according to the first embodiment. FIG. 5 is a flowchart illustrating the regenerative operation of the powertrain structure according to the first embodiment. FIG. 6 is an exploded perspective view of the periphery of an inverter according to a second embodiment.

[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 modified as desired within the scope of the technical concept 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 in Fig. 1. Fig. 3 is a schematic diagram of an electrical 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 an electricity storage device 8. Furthermore, 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), a HEV (Hybrid Electric Vehicle), a PHEV (Plug in Hybrid Electric Vehicle), or a FCEV (Fuel Cell Electric Vehicle).

[0013] The electric vehicle 1 shown in FIG. 1 is a so-called four-wheel vehicle, and is equipped with two drive wheels 3 and two wheels 4. However, the number of wheels equipped on the electric vehicle 1 can be changed. Furthermore, the electric vehicle 1 shown in FIG. 1 is a front-wheel drive vehicle, with the pair of drive wheels 3 located at the front (+X side). However, the electric vehicle 1 may also be a rear-wheel drive vehicle. In other words, the pair of drive wheels 3 may be located at 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] (Direction definition) The direction along the X axis in Fig. 1 is called the front-to-back 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 called the up-down direction. The +Z side is the top, and the -Z side is the bottom. The direction along the Y axis in Fig. 2 is called the left-to-right direction. The -Y side is the left, and the +Y side is the right.

[0015] As shown in FIG. 2 , the electric vehicle 1 has a powertrain structure P. The powertrain structure P includes an e-Axle unit 2, a battery 6, a power storage device 8, a first wiring 8a, a second wiring 6a, etc. 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 unit 12. The circuit unit 12 is housed inside the inverter case 11. The circuit unit 12 includes an inverter circuit, a capacitor, a converter circuit, etc. The first wiring 8a connects the circuit unit 12 and the power storage device 8. The second wiring 6a connects the circuit unit 12 and the battery 6.

[0016] The powertrain 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 electric power stored in the battery 6 or the power storage device 8 is used to rotate the motor 30 and supply power to the pair of drive wheels 3. For example, the driving operation is performed when the electric vehicle 1 accelerates, and the regenerative operation is performed when the electric vehicle 1 decelerates.

[0017] If the electric vehicle 1 is an HEV or the like, the motor 30 may be rotated using engine power while the electric vehicle 1 is stopped, thereby storing power in the battery 6 or the power storage device 8. Alternatively, if the electric vehicle 1 is a PHEV or the like, the electric vehicle 1 may be connected to a charging facility, thereby storing 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 left (-Y side) to right (+Y side). The inverter 10, the transmission 20, and the motor 30 are also 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 the coil windings (not shown) of the motor 30. When the powertrain 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 the three-phase alternating current to the motor 30. In this way, 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 the pair of drive wheels 3 via the pair of drive shafts 7. The transmission 20 has a drive gear, a driven gear, a differential gear, etc. (not shown) for converting the rotation.

[0021] The battery 6 is, for example, a nickel-metal hydride battery, a lithium-ion battery, or the like. The battery 6 is disposed in the space below the seat 5. However, the battery 6 may be disposed in another position. When the powertrain structure P performs a driving operation or a regenerative operation, electric power is transferred between the battery 6 and the inverter 10 via the second wiring 6 a.

[0022] The power storage device 8 may be, for example, a capacitor, a nickel-metal hydride battery, or a lithium-ion battery. When the powertrain structure P performs a driving operation or a regenerative operation, power is transferred between the power storage device 8 and the inverter 10 via the first wiring 8a. A capacitor is particularly suitable as the power storage device 8. Capacitors have a smaller capacity than nickel-metal hydride batteries, etc. However, in the present disclosure, the power storage device 8 is used as a supplement to the battery 6. Therefore, the capacity of the power storage device 8 may be smaller than that of the battery 6.

[0023] As will be described in detail later, the power storage device 8 is charged and discharged more frequently than the battery 6. For this reason, a capacitor, which has the advantages of being less susceptible to deterioration due to charging and discharging and having high charging and discharging efficiency compared to nickel-metal hydride batteries and the like, is suitable as the power storage device 8. A specific example of a capacitor is an electric double layer capacitor with a large capacity. However, the power storage device 8 does not have to be a capacitor.

[0024] The power storage device 8 is disposed adjacent to the inverter 10. In the example of FIG. 2, the power storage device 8 is disposed behind the inverter 10. The imaginary line C shown in FIGS. 1 and 2 indicates the center position of the electric vehicle 1 in the longitudinal direction X. The power storage device 8 is disposed in a position closer to the imaginary line C than the inverter 10. In other words, the power storage device 8 is disposed in a position closer to the center of the electric vehicle 1 in the longitudinal direction X than the e-Axle unit 2. With this 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] 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 determined by a known method. For example, if the power storage device 8 is a capacitor, detector 8b may detect the state of charge of the power storage device 8 based on the voltage of the power storage device 8 (capacitor). Alternatively, if the power storage device 8 is a nickel-metal hydride battery or the like, 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, etc. Alternatively, the control unit 9 may be a so-called ECU (Electronic Control Unit) that controls the entire electric vehicle 1. The hardware that constitutes the control unit 9 is a CPU (Central Processing Unit), etc.

[0027] Next, the control performed by the control unit 9 will be described. The control unit 9 charges and discharges the power storage device 8 with priority over the battery 6. In other words, when the powertrain structure P performs a regenerative operation, the battery 6 is charged after the power storage device 8 is fully charged. Also, when the powertrain structure P performs a driving operation, the power of the battery 6 is used after the charge rate of the power storage device 8 falls below a threshold. Hereinafter, a more detailed description will be given using the flowcharts shown in FIGS. 4 and 5.

[0028] FIG. 4 shows a flowchart when the powertrain structure P performs a driving operation. As shown in FIG. 4, in step S11, the control unit 9 determines whether the charging rate of the power storage device 8 is greater than a threshold value. This determination is made using the detection result by the detector 8b. The "threshold value" is set to 0% if the power storage device 8 is a capacitor, for example. This is because if the power storage device 8 is a capacitor, complete discharge (a drop in charging rate to 0%) has little effect on the performance of the power storage device 8. The "threshold value" is set to the minimum allowable charging rate if the power storage device 8 is a nickel-metal hydride battery, for example. The minimum allowable charging rate is the minimum charging rate at which the performance of the nickel-metal hydride battery, etc. can be maintained.

[0029] If the charging 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 AC power to rotate the motor 30. If the charging rate of the power storage device 8 is equal to or less than 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 charging rate of the battery 6 is greater than the minimum allowable charging rate. If the charging rate of the battery 6 is greater than the minimum allowable charging 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 AC power to rotate the motor 30. If the charging rate of the battery 6 is equal to or less than the minimum allowable charging rate (step S13: NO), the control unit 9 stops the drive operation (step S15). Note that if the electric vehicle 1 is an HEV or the like, even if the powertrain structure P stops the drive operation in step S15, the vehicle can continue traveling using another power source such as an engine.

[0031] 5 shows a flowchart when the powertrain structure P performs a regenerative operation. As shown in FIG. 5, in step S21, the control unit 9 determines whether the charge rate of the power storage device 8 is less than 100%. This determination is made using the detection result by the detector 8b. If 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 regenerative energy (step S22). If 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%. If the charging rate of the battery 6 is less than 100% (step S23: YES), the control unit 9 charges the battery 6 using regenerative energy (step S24). If 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 explained. The battery 6, which is the main power source of the electric vehicle 1, is large in volume and weight, and has limited flexibility in its placement. For example, the battery 6 is often placed below the seat 5, taking into consideration the position of the center of gravity of the electric vehicle 1, etc. The inverter 10 is also placed near the motor 30, and therefore has limited flexibility in its placement. In particular, in an e-Axle unit 2 in which the inverter 10 is integrated with the transmission 20 and the motor 30, the possible placement positions of the inverter 10 in the electric vehicle 1 are more limited.

[0034] For the above reasons, it is difficult to shorten the length of the second wiring 6a connecting the inverter 10 and the battery 6. If the second wiring 6a is long, this causes a large loss (power transmission loss) when transmitting power between the inverter 10 and the battery 6.

[0035] On the other hand, because the power storage device 8 is used to supplement the battery 6, the capacity and volume of the power storage device 8 can be made smaller than those of the battery 6. This allows the power storage device 8 to be disposed near the inverter 10. In other words, 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. Therefore, when the same amount of power is transmitted via the first wiring 8a and the second wiring 6a, the transmission loss is smaller when the first wiring 8a is used.

[0036] In this way, by charging and discharging the power storage device 8, which has a small power transmission loss, with priority over the battery 6, it is possible to improve the overall charging and discharging efficiency of the powertrain structure P. This in turn makes it possible to improve the fuel efficiency or power utilization efficiency when the electric vehicle 1 is traveling.

[0037] As described above, the powertrain structure P according to this embodiment includes the motor 30 mounted on the electric vehicle 1, the inverter 10 electrically connected to the motor 30 and controlling the motor 30, the transmission 20 converting the rotation of the motor 30 and transmitting it to the pair of drive wheels 3, the battery 6 storing regenerative energy generated during deceleration of the electric vehicle 1 and supplying it as electric power to the motor 30, the power storage device 8 storing regenerative energy generated during deceleration of the electric vehicle 1 and supplying it as electric power to the motor 30, the first wiring 8a connecting the inverter 10 and the power storage device 8, and the second wiring 6a connecting the inverter 10 and the battery 6. The length of the first wiring 8a is shorter than the length of the second wiring 6a. This configuration reduces power transmission loss when storing and utilizing regenerative energy.

[0038] The motor 30, inverter 10, and transmission 20 may also be disposed as a single unit between a pair of drive wheels 3. In an e-Axle unit 2 in which the motor 30, inverter 10, and transmission 20 are integrated, the inverter 10 has limited freedom in placement, and the length of the second wiring 6a is likely to be large. In other words, power transmission loss is particularly likely to increase. In contrast, in the present embodiment, the use of the power storage device 8 can reduce power transmission loss when storing and utilizing regenerative energy.

[0039] Furthermore, 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 utilized until the charging rate reaches 0%.

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

[0041] Moreover, the electric vehicle 1 according to this embodiment includes a powertrain structure P and a pair of drive wheels 3. Such an electric vehicle 1 reduces power transmission loss when storing and using regenerative energy, thereby improving fuel economy or power utilization efficiency.

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

[0043] Second Embodiment Next, a powertrain structure of an electric vehicle according to a second embodiment will be described. The powertrain structure of the electric vehicle according to this embodiment is basically the same as the powertrain structure of the electric vehicle according to the first embodiment, so differences will be mainly described. In this embodiment, the main difference from the first embodiment is the structure of the inverter 10.

[0044] Fig. 6 is an exploded perspective view showing the structure of the inverter 10 according to this embodiment. As shown in Fig. 6, the inverter case 11 has a cover portion 11a and a main body portion 11b. The inverter case 11 is made of an insulating material. The inverter case 11 houses a circuit portion 12, a cooling portion 13, and a power storage device 8.

[0045] The circuit unit 12 has a plurality of switching elements 12a, an input capacitor 12b, etc. The cooling unit 13 is made of a material with low thermal resistance (e.g., a metal such as copper or aluminum). The cooling unit 13 is provided with an inlet 14 and an outlet 15 for a refrigerant. A flow path (not shown) is formed inside the cooling unit 13. A known fluid (e.g., water) can be used as the refrigerant.

[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 unit 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 this embodiment, the heated switching element 12a, the power storage device 8, etc. can be cooled by the common cooling unit 13. This allows the operation of the power train structure P to be stabilized.

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

[0048] As described above, inverter 10 according to this embodiment has circuit unit 12 and inverter case 11 that houses circuit unit 12, and power storage device 8 is disposed inside inverter case 11. With this configuration, inverter case 11 can be used to protect and insulate power storage device 8. In addition, the distance between power storage device 8 and circuit unit 12 can be further reduced, and first wiring 8a can be made shorter.

[0049] Furthermore, the powertrain structure P according to the present embodiment includes a cooling unit 13 that uses a common refrigerant to cool both the inverter 10 and the power storage device 8. This simplifies the structure for circulating the refrigerant.

[0050] The technical scope of the present disclosure is not limited to the above-described embodiments, 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) of the electric vehicle 1. Furthermore, the power storage device 8 may be disposed on the outer side of the inverter 10 in the front-rear direction X.

[0052] The present disclosure may also be applied to an electric vehicle not equipped with an e-Axle unit. That is, the inverter 10, transmission 20, and motor 30 may not be integrated but may be arranged separately. In this case, too, 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. This reduces the power transmission loss between the power storage device 8 and the inverter 10, and improves the efficiency of driving using electric power.

[0053] In addition, the above-described embodiments and modified examples may be combined as appropriate. For example, in a 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 the common refrigerant flows may be arranged so as to be in contact with both the circuit unit 12 of the inverter 10 and the power storage device 8.

[0054] Each of the components (e.g., the control unit 9) included in the electric vehicle 1 described above has an internal computer system. A program for realizing the functions of each of the components included in the electric vehicle 1 described above may be recorded on a computer-readable recording medium, and the program recorded on the recording medium may be read into a computer system and executed to perform processing in each of the components included in the electric vehicle 1 described above. Here, "reading a program recorded on a recording medium into a computer system and executing it" includes installing the program into a computer system. The "computer system" referred to here includes an OS and hardware such as peripheral devices.

[0055] Furthermore, a "computer system" may include multiple computer devices connected via a network including the Internet or communication lines such as a WAN, LAN, or dedicated line. Furthermore, a "computer-readable recording medium" refers to portable media such as flexible disks, optical magnetic disks, ROMs, and CD-ROMs, as well as storage devices such as hard disks built into a computer system. Thus, the recording medium storing the program may be a non-transitory recording medium such as a CD-ROM.

[0056] The recording medium also includes an internal or external recording medium accessible from a distribution server for distributing the program. The program may be divided into multiple parts, downloaded at different times, and then combined by each component of the electric vehicle 1. Each divided program may be distributed by a different distribution server. Furthermore, the term "computer-readable recording medium" also includes a storage medium that stores a program for a certain period of time, such as volatile memory (RAM) within a computer system that serves as a server or client when a program is transmitted over a network. The program may also be a storage medium for implementing part of the above-described functions. Furthermore, the program may be a so-called differential file (differential program) that can realize the above-described functions in combination with a program already stored in the computer system.

[0057] REFERENCE SIGNS LIST 1 electric vehicle 3 drive 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 longitudinal 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 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 when the electric vehicle decelerates and supplies the energy as power to the inverter; a power storage device that stores regenerative energy generated when the electric vehicle decelerates and supplies the energy as power to the inverter; A first wiring that connects the inverter and the power storage device; a second wiring connecting the inverter and the battery, A powertrain structure for an electric vehicle, wherein a length of the first wiring is shorter than a length of the second wiring.

2. The powertrain structure of an electric vehicle according to claim 1 , wherein the motor, the inverter, and the transmission are integrally disposed between the pair of drive wheels.

3. The powertrain structure of an electric vehicle according to claim 1 , wherein the power storage device is a capacitor.

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

5. The inverter includes a circuit unit and an inverter case that houses the circuit unit. The powertrain structure for an electric vehicle according to claim 1 , wherein the power storage device is disposed within the inverter case.

6. The powertrain structure of an electric vehicle according to claim 1 , further comprising a cooling unit that cools both the inverter and the power storage device using a common refrigerant.

7. A powertrain structure for an electric vehicle according to any one of claims 1 to 6; An electric vehicle comprising the pair of drive wheels.

8. a control unit that controls the supply of power from the power storage device and the battery to the inverter, The electric vehicle according to claim 7 , wherein the control unit causes the power storage device to be charged with priority over the battery.

9. A detector for detecting a charging rate of the power storage device; a control unit that controls the supply of power from the power storage device and the battery to the inverter, 8. The electric vehicle according to claim 7, wherein the control unit causes power to be supplied from the power storage device to the inverter when the charging rate of the power storage device detected by the detector is equal to or higher than a threshold value, and causes power to be supplied from the battery to the inverter when the charging rate of the power storage device is below the threshold value.