SAFETY MECHANISM FOR ELECTRIC VEHICLE

Abstract: The invention aims to provide a safety mechanism for an electric vehicle with various performances improved. In an electric vehicle which includes a propelling motor and an electric power unit for driving the motor, a propelling motor (7) of an electric vehicle (1) and an electric power unit for supplying electric power to a group of mounted control circuits are provided, the used states of respective batteries (13a to 13d) forming a battery power supply unit (13) are detected, and electric power is supplied in parallel from a battery having an available capacity to other circuits. And, the electric vehicle includes a running-prohibiting unit which allows running only when a charging cord (121) is stored, a regenerative braking device having improved braking performance and regenerative performance, a main stand device by which a stand can be operated easily, a rear wheel drive mechanism by which an unsprung weight can be decreased, and a mechanism by which heat from circuits can be used effectively and a battery can be changed easily.

Description: TECHNICAL FIELD The present invention relates to a safety mechanism used for an electric vehicle, more particularly a safety mechanism of an electric power unit to supply electricity to a drive motor of the electric vehicle and to a group of control circuits mounted on the vehicle. BACKGROUND ART (SUMMARY OF THE BACKGROUND ART) As a next-generation alternative vehicle for internal combustion engine vehicles such as gasoline automobiles, an electric vehicle using a propelling electric motor is attracting attention. It is said that the electric vehicle which uses a clean electric energy can completely remedy the environmental problems such as harmful noises and exhaust gases, which are about 70% of the causes for the environmental pollution, derived from the internal combustion engine vehicles, and can extend by two times or more the resource life of fossil fuel such as petroleum. The electric vehicle has propelling wheels which are suspended by shock absorbers from the vehicle body in the same way as a conventional gasoline automobile and is propelled by a power transmission device with an electric motor as the drive source. And, the electric motor has power supplied by an electric power unit. Thus, the electric vehicle is quite different from conventional automobiles on the point that it has relatively heavy batteries. And, new issues are arising because of these batteries. In other words, this electric power unit for supplying electricity to the electric motor has a plurality of storage batteries to form a battery power supply unit, and consists of a stability circuit for stably supplying output from the battery power supply unit, an electric motor for propelling, a motor drive circuit for directly controlling the motor revolution, and a control circuit for outputting a speed command or a torque command to the motor drive circuit. And, the motor-driven power from the motor is transmitted to the propelling wheels via a power transmission in the same way as a conventional vehicle. As described above, the electric vehicle gets the motor-driven power from a plurality of batteries, and the performance of low-powered batteries becomes predominant, an expected traveling distance cannot be obtained, e.g., the electric vehicle cannot restart after temporarily stopping to wait at traffic lights, thus an unexpected stop is caused, possibly resulting in quite a danger. Therefore, a safety mechanism for the electric vehicle has been demanded to uniformly discharge the respective batteries while they are being used and to promote an efficient use of the electric power unit, thereby increasing a distance that the vehicle can travel. On the other hand, it is advantageous to increase the battery capacity as much as possible in view of increasing a mileage. But, when the electric power unit is compact and mounted close to the driver of the electric vehicle, especially an electric two-wheeled vehicle, insulation between the electric power unit and the driver is demanded as a safety mechanism for the electric vehicle. And, the respective batteries of the electric power unit are recharged from an external power supply through a charging cord. It is quite dangerous if the electric vehicle moves while it is being recharged or moves without housing the charging cord even after finishing recharging. In view of the necessity of recharging the electric power unit, the structure around the charging cord is demanded as a safety mechanism for the electric vehicle. As described above, the electric power unit is relatively heavy, and it is demanded to keep the stable running of the vehicle when the brakes are applied while it is running. And, since it is demanded to increase a mileage as described above, it is advantageous to supply the electric power unit with regenerative electric power generated while braking. Thus, since the electric power unit is used, it is demanded to provide a regenerative brake and the stability of running as a safety mechanism for the electric vehicle. Besides, the weight of the electric power unit cannot be disregarded in view of a weight balance, especially, in connection with the electric two-wheeled vehicle. Generally, the electric two-wheeled vehicle has a main stand, and it is demanded to make the vehicle stable when its stand is operated and to decrease an unsprung weight of wheels to provide stability while the electric two-wheeled vehicle is running as a safety mechanism for the electric vehicle. Furthermore, since a drive circuit and a charger for the electric power unit generate heat due to charging and discharging as described above, it is demanded that their positions are decided in view of other devices and the batteries are detachable safely and easily for replacement or other purposes, as a safety mechanism for the electric vehicle. Generally, the battery power supply unit of the electric power unit for supplying electricity to the propelling motor is a combined battery unit, namely a set of coupled-batteries having a plurality of batteries or a plurality of groups of batteries, each consisting of a plurality of batteries, which are connected in series, and mounted to provide a predetermined voltage for the propelling motor. In the electric power unit for supplying electric power to the propelling motor, the "battery power supply unit" means a whole set of batteries forming the power source. An "auxiliary battery" to be described afterward is a battery for supplementing the battery power supply unit for a voltage drop. And, since the battery power supply unit is formed of a plurality of batteries or a plurality of groups of batteries connected in combination, the "set of coupled-batteries" means a combination of a plurality of discrete batteries or a plurality of discrete groups of batteries, each group consisting of a plurality of batteries. The batteries forming the battery power supply unit have the following characteristics. Specifically, with the elapsing time of using the batteries to discharge them, the terminal voltage of the batteries lowers gradually to form a discharge curve as shown in Fig. 9. And, the battery discharge is stopped before the voltage drop reaches a final discharge voltage at the leading end of the curve to protect the batteries. And, as shown in Fig. 10, it is known that discharge curve characteristics are variable depending on the used current, and dischargeable time is variable depending on the used current. Accordingly, a remaining capacity meter based on various methods of use is required to accurately indicate an amount of electrical energy remained in the batteries. Such methods are known to include a method of judging in view of a drop rate of the terminal voltage of the battery power supply unit, a method of judging by adding up the discharged current, and a method of calculating an internal resistance from the terminal voltage and the current and predicting with reference to the increase of the internal resistance or its increase rate. Such a remaining capacity meter is mounted on the electric vehicle to predict the remained capacity in the battery power supply unit and to indicate a trafficable distance on the instrument panel to notify the driver of the electric vehicle. Electric power from the battery power supply unit has its voltage stabilized by a stabilizing circuit, and then it is supplied to respective mounted equipment such as a motor through a feeder which is not illustrated. And, the voltage to be supplied is basically fed for the motor and set at a relatively high level. A voltage of 12V or 24V needed for operating the head lamps, horn and control circuits mounted on the electric vehicle is obtained by converting such a high voltage by a DC/DC converter. And, this main electric power is supplied to the motor through the motor drive circuit, and an effective voltage to the motor is increased or decreased by the chopper control of the motor drive circuit to control the output of the propelling motor. A duty ratio of the chopper control to increase or decrease the voltage is instructed from the control circuit, and the control circuit is electrically connected to an accelerator. Therefore, the duty ratio is determined by the control circuit corresponding to the accelerator opening by the driver, and the motor drive circuit increases or decreases the effective voltage to be supplied to the motor according to the duty ratio to make the output operation of the motor corresponding to the accelerator opening, thus a required vehicle running speed is obtained. However, in the above-described conventional electric power unit, the discharging characteristic of each battery which forms the battery power supply unit is variable depending on an individual difference, degradation, temperature atmosphere and the like, and the remaining capacity is variable among the respective batteries through the discharge use. And, it is known that the voltage drop rate of a battery having a lowered capacity is greater than those of other batteries, and occurrence of nonuniform remaining capacities tend to increase. And, because of the nonuniformity, the respective batteries have nonuniform remaining capacities at the end of discharging, and even when they are fully recharged from such a state, the respective batteries have the nonuniform remaining capacity, thus the tendency of nonuniformity is not remedied. On the other hand, the remaining capacity meter is mounted on the electric vehicle to predict the remained capacity in the battery power supply unit and to indicate a trafficable distance on the instrument panel to notify the driver of the electric vehicle as described above. But, this remaining capacity is based on a battery which has the minimum capacity among the plurality of batteries. Therefore, there was a disadvantage that the output of the battery power supply unit as the whole was limited because of the battery having the minimum capacity among these batteries. As a result, power energy of all batteries as the original battery power supply unit cannot be used, and there was a tendency that a trafficable distance cannot be increased. And, because of the non-uniformity, a charging and discharging load is applied to a certain battery, resulting in lowering the number of repeated recharging and discharging times. And, the performance as the battery is lowered. And, since the motor output is lowered with the lowering of the voltage outputted by the battery power supply unit, the running performance of the vehicle is lowered. Thus, the battery output cannot be exerted to the maximum extent. And, accuracy of measuring the remaining capacity of the battery power supply unit is low, for example, when it is indicated that the battery power supply unit has a small amount of remaining capacity, its actual trafficable distance could not be seen accurately. Besides, when the mounted battery power supply unit has exhausted to discharge, it is necessary to tow the vehicle by another vehicle to a place where the battery power supply unit can be changed or recharged, involving troublesome recovering works. Furthermore, works of checking a state of the electric power unit and the battery replacement have a disadvantage of involving a higher risk as the electric power unit has a higher voltage. Specifically, the battery power supply unit of, e.g., a conventional electric scooter, has a combined battery including a plurality of batteries connected in series, and its output voltage provides a DC voltage of 48V. It is to be noted that this voltage is equivalent to an AC voltage of about 100V. Also, in US-A-5,283,513 there is described a battery charging device for electric vehicles with a high voltage battery having a first connector to be connected with a high voltage. power source outside the vehicle, a second connector to be connected with a low power source outside the vehicle, a DC-DC converter for increasing the voltage of the low voltage power source to a voltage corresponding to the high voltage battery and a switch for changing over the connectors. In an emergency where the receipt of electric energy of the battery is less than required to run the necessary distance, the electric vehicle may be supplied with electric power from other vehicles, e.g., a gasoline engine vehicle, having a low voltage power source and charge the battery by converting the supplied voltage using the DC-DC converter to a voltage corresponding to the voltage of the high voltage battery. Also, in GB 2 270 807 A there is described a battery powered electric vehicle having a traction battery to power a traction motor, an alternator normally driven by an auxiliary motor powered by an auxiliary battery to charge batteries which power appliances such headlights. When the auxiliary battery is in a low charge state, it may be recharged by the alternator driven by the auxiliary motor powered by the traction battery. When the traction battery is in a low charge state, it may be recharged by an alternator driven by the auxiliary motor powered by the auxiliary battery. Also, in EP 0 652 620 A1 there is described a method of equalizing the voltage across drive batteries for electric vehicles, connected in series during recharging, and a related device. In order to equalize the voltages of batteries connected in series during recharging, the voltage and the temperature of each battery is measured and only the battery with the lowest voltage is charged with higher-intensity current. A current bypass is applied to the other batteries. All steps are repeated until all the batteries have reached the same voltage in relation to the measured temperature. As described above, the battery for supplying electric power to the propelling motor is a combined battery having a plurality of batteries connected in series to obtain a predetermined voltage for the propelling motor. And, the battery is recharged through a charging cord provided for the vehicle and connected to a home wall outlet, as adopted for an electric two-wheeled vehicle. Specifically, the vehicle body is provided with a charging cord having a predetermined length. To recharge the battery, the charging cord is pulled out and connected to a home wall outlet. When the charging is completed, the charging cord is stored in the vehicle body. SUMMARY OF THE INVENTION The invention as defined in Claim 1 relates to a safety mechanism for an electric vehicle which includes a propelling motor and an electric power unit for driving the motor. A preferred embodiment of the present invention relates to a judging means that determines the state of electric energy in view of the output terminal voltages or remaining capacities of the respective batteries. A preferred embodiment of the present invention relates to the judging means that makes the judging process or to the control means that makes the selecting or connecting process on a predetermined time basis. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view schematically showing the general structure of an electric two-wheeled vehicle as an example of the electric vehicle according to the invention. Fig. 2 is a sectional view taken along and viewed from line b-b of Fig. 1 of an electric two-wheeled vehicle as an example of the electric vehicle according to the invention. Fig. 3 is a circuit block diagram showing the general schematic structure of a safety mechanism for the electric vehicle of the invention. Fig. 4 is a circuit block diagram showing the data collection device of a safety mechanism for the electric vehicle of the invention. Fig. 5 is a graph showing the state of each battery of the battery power supply unit which is in discharge use in connection with a safety mechanism for the electric vehicle of the invention. BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the invention will be described with reference to the examples shown in Fig. 1 through Fig. 5. Each embodiment will be described with reference to an electric two-wheeled vehicle (including a scooter) as the electric vehicle as shown in Fig. 1 and Fig. 2. The basic structure of the electric two-wheeled vehicle to be described here is also used in respective illustrations to be described afterwards. An electric two-wheeled vehicle 1 has wheels 4, 5, which are suspended from a vehicle body main frame 3, at the front and rear of a vehicle body 2, and a seat 2a, on which a driver is seated, at about the center of the vehicle body 2 in the same way as a conventional two-wheeled vehicle driven by an internal combustion engine. The front wheel 4 is steered by a handle 6, and the rear wheel 5 is driven to revolve by an electric motor 7 for running instead of an engine. And, a display panel 8 provided at the center of the handle 6 includes meters to indicate a running speed, the remaining quantity in batteries and the like, and various switches to operate mounted equipment. A main key switch 9 which turns on or off all the on-board equipment is provided on the vehicle body 2 below the display panel 8. The main frame 3 has an electric power device 10 which supplies electric power for running to the motor and converts electric energy into mechanical motion by the electric motor 7 for running, and a power transmission device 11 which converts the motor output into appropriate torque and transmits efficiently to the rear wheel 5. Though some are omitted from being illustrated, an accelerator grip 6a and a brake lever 6b provided on the handle 6, a brake mechanism and suspensions are basically same as those used for a conventional electric two-wheeled vehicle. And, various operation switches of the accelerator grip 6a, the brake lever 6b and the main key switch 9 are electrically connected to the electric power device 10. The electric power device 10 comprises an electric power unit 12 mounted at about the center and a lower level of the main frame 3 of the vehicle body 2; a remaining capacity meter 14, a stabilization circuit 15 and a control circuit 16 which are mounted at the rear section of the vehicle body 2; and various sensors provided on the respective on-board equipment. And, drive power is supplied to the propelling motor 7 through the interconnected operation of a group consisting of these devices and circuits. A charger 17 and a motor drive circuit 18 are provided on both sides of the electric power unit 12, respectively. Besides, a large-size heat radiation board 17a is provided on the vehicle body 2 just below the charger 17 and the motor drive circuit 18 to radiate into the atmosphere the heat generated when the respective circuits 17, 18 operate, thereby effecting appropriate heat radiation. The electric power unit 12 includes a battery power supply unit 13 which is fixed to the frame 3. The battery power supply unit 13 has a plurality of batteries 13a, 13b, 13c, 13d and the like connected in series by a cable which prevents a transmission loss of power to obtain a predetermined output power such as 48V for the motor. And, the power from the electric power unit 12 is stabilized by the stabilization circuit 15 and supplied to the respective on-board equipment. And, the motor drive circuit 18 for driving the motor mainly comprises an MOS-FET circuit which is a high-speed switching device. By the chopper control according to the switching operation of the FET circuit, an effective voltage to be supplied to the propelling motor 7 is raised or lowered to control the motor output. And, the switching control is performed on the bases of a control command from the control circuit 16 corresponding to the accelerator opening. The control circuit 16 receives signals from the sensors disposed on the accelerator grip 6a and the mounted equipment and comprises a microcomputer which outputs command and operation state signals to the motor drive circuit 18 and the display panel 8. The microcomputer includes an A/D converter which makes digital conversion of respective input signals, an I/O port, a CPU, a memory, and the like, processes in conformity with the program stored in the memory according to the accelerator opening owing to the operation of the accelerator grip 6a and detection signals from the respective sensors, and outputs an appropriate operation command such as a duty setting signal or the like to the motor drive circuit 18. Further, the power transmission device 11 has a transmission 19 and converts the output of the propelling motor 7 into appropriate torque by the transmission 19 to transmit efficiently to the rear wheel 5. Accordingly, when the driver turns on the main key switch 9, the electric power device 10 starts to operate, and electric power is supplied from the electric power unit 12 to the respective on-board equipment, so that the electric two-wheeled vehicle 1 can be started. Then, when the accelerator grip 6a is operated by the driver, the control circuit 16 outputs accordingly an appropriate control command to the motor drive circuit 18. According to the control command, the motor drive circuit 18 increases or decreases driving electric power supplied to the propelling motor 7 to adjust the output of the propelling motor 7. And, the motor output is converted into appropriate torque and transmitted to the rear wheel 5 by the transmission 19 as the power transmitting device, and the electric two-wheeled vehicle 1 runs forwards at a speed desired by the driver. A safety mechanism for the electric vehicle according to the invention will be described in detail with reference to the examples shown in the drawings. As a matter of convenience in describing the invention, the respective drawings show the present invention applied to prior art. As shown in Fig. 3 through Fig. 5, the safety mechanism in this embodiment is configured so that the battery power supply unit comprising a set of coupled-batteries having a plurality of batteries connected in series and determines electrical energy quantity remained in each battery or the each group of batteries forming the set of coupled-batteries at some point during discharge, and uses a battery having a high quantity of remaining energy to supply electric power to other circuits, thereby to make a uniform discharge by the respective batteries to efficiently use the battery power supply unit as a whole. In other words, an electric power unit 21 provided with the safety mechanism of this embodiment has a circuit as shown in Fig. 3 and comprises the battery power supply unit 13 which consists of the plurality of batteries 13a, 13b, 13c, 13d connected in series, a data collecting device 23 which is connected in parallel to connection lines of these batteries 13a through 13d and judges a maximum capacity among the terminal voltages of the respective batteries 13a through 13d, a group of selection switches 25a through 25h using transistor switching elements connected in parallel which connect any of the batteries 13a through 13d selected based on the maximum capacity in parallel to a control stabilization circuit 24, and a switch drive circuit 26 which controls to connect the group of selection switches 26a through 25h. As shown in Fig. 4, the data collecting device 23 comprises an analog multiplexer 27 which selectively switches successively the received terminal voltages of the respective batteries 13a through 13d to output, an A/D converter 28 which converts the selected terminal voltage into a digital signal, and a microcomputer 29 which processes and judges in conformity with the built-in program according to the digital signal corresponding to the terminal voltage and outputs a prescribed control command to the switch drive circuit 26. The analog multiplexer 27 has a plurality of input terminals connected in parallel to the output terminals of the respective batteries 13a through 13d and a single output terminal connected to the subsequent stage of A/D converter 28, so that the output voltages received from the batteries 13a through 13d can be alternately switched and output. In other words, the multiplexer 27 has a signal line for controlling the switching operation connected to the microcomputer 29, and based on a switching signal to be output by the microcomputer 29 in conformity with the built-in program, alternately switches sequentially the terminal voltages of the respective batteries 13a through 13d with time to output to the subsequent stage of A/D converter 28. And, the A/D converter 28 converts the entered terminal voltage into a digital signal having a value corresponding to the level of the voltage and outputs it to the subsequent stage of microcomputer 29. Besides, the microcomputer 29 stores into a memory the digitized terminal voltage values of the respective batteries 13a through 13d, processes in conformity with the built-in program, predicts the electric energy quantities remained in the respective batteries 13a through 13d, compares the remained quantities, and determines a battery having the maximum remained quantity among the batteries 13a through 13d. And, the microcomputer 29 outputs a prescribed operation command to the switch drive circuit 26 to connect the battery (one of the batteries 13a through 13d) having the maximum quantity in parallel to the control stabilization circuit 24. In other words, the selection switches 25a through 25h which are positioned between both ends of the battery having the largest capacity among the batteries 13a through 13d and the control stabilization circuit 24 are operated for connection by the switch drive circuit 26, and the selected battery is connected in parallel to the control stabilization circuit 24 to supply an electric current to the control circuit 16 or the like. When some of the batteries have the same remained quantity, it is designed to make selection appropriately. And, the program in the microcomputer used for predicting the remained capacities of the respective batteries can be selected from various methods of general remained quantity meters. In other words, selection is made from a method for determining in view of a drop rate of terminal voltage, a method for determining by integrating to trace power consumption obtained by multiplying a terminal voltage and a current, and a method for predicting in view of an increase rate of the internal resistance by calculating from a terminal voltage and a current, or these methods may be used in combination. When an open voltage detection method which utilizes a change in the terminal voltage at the removal of load depending on the remained quantity is used, the voltage of each battery is detected when a load is opened, and a battery having the highest voltage is selected. And, when discharge is continued for a long period of time, the integrating method or the internal resistance detecting method is advantageous. In such a case, with a current sensor, which is not shown in the drawings, for detecting the output electric currents from the batteries, (1) an integrated electric power value obtained by integrating the electric power output from the respective batteries in view of the battery currents and the terminal voltages of the respective batteries or (2) an internal resistance value is used to calculate the remained capacity of each battery, and a battery having the largest remained capacity is selected. Besides, a capacitance value obtained by summing the remained capacities of the respective batteries and a remaining capacity value predicted from the voltage output of the battery power supply unit may be compared to improve the accuracy of predicting the remaining capacity value of the battery power supply unit. Now, operation of the electric power unit 21 of the electric vehicle will be described. As shown in Fig. 5, when the output terminal voltages and the remained capacities of the respective batteries 13a through 13d are variable at some point in the discharge use, a battery having the largest remained capacity, e.g., the battery 13c, is selected by the data collection device 23. In Fig. 3, then, the selection switches 25d, 25g positioned at the plus and minus of the selected battery 13c are turned on to connect the battery 13c in parallel to the control stabilization circuit 24, and electric power of 12V is directly supplied from the battery 13c to the control circuit 16. And, this state is continued when the battery has a capacity higher than those of the other batteries, and when its capacity becomes lower than those of the other batteries, switching is made to another battery. Therefore, a battery having a higher remained quantity is also used as the power source for the control circuit, the respective batteries are checked for the capacity at prescribed time intervals to switch the battery to be used in combination, so that the remaining capacities of the respective batteries can be prevented from being made nonuniform, and the respective batteries can be used to discharge uniformly. The time intervals for checking the capacities of the respective batteries may be determined as desired, and can be determined to be relatively long to, e.g., five minutes, to prevent a frequent switch to the control battery for combined use. And, the check interval may be made short and the switching interval may be made long, and they may be combined as desired. In addition, in the example shown in the drawing, the states of the remaining capacities of the respective batteries were judged, but in addition to the respective batteries, the remaining capacity may be judged with reference to a group of some batteries, namely the discriminated multiple batteries. And, to detect the terminal voltage at the removal of load, the capacity check is performed when the loads of the motor and auxiliary devices (head lamp, turn signals, horn, airconditioner, radio, etc.) are removed. For example, the accelerator signal is interconnected with the auxiliary device switch, and the terminal voltages of the respective batteries are detected every time both of them are turned OFF, and detection and switching operations are performed every time the electric vehicle is stopped. In the integrating method or the internal resistance detecting method, when an interval of integrating an electric current or power is 0.5 second, selection of respective multiple batteries is performed in a cycle of 0.5 second, and connection may be performed at appropriate time intervals. As described above, with the safety mechanism for the electric vehicle in this embodiment, the remaining capacity of each of "the discrete batteries forming the set of coupled-batteries" or each of "the group of batteries forming the set of coupled-batteries" is determined to use a battery having a larger capacity to supply electric power to other circuits, so that non-uniformity of the remaining capacities of the respective batteries can be decreased and batteries can be used uniformly, enabling the battery power supply unit as the whole to used the total power energy of the respective batteries efficiently. In other words, over-discharge of a particular battery can be prevented, and the capacity available for a single charging can be increased. And, since the discharged states of the respective batteries can be made uniform, the charged state can be made uniform at the completion of charging. Besides, a charging or discharging load can be prevented from being applied exclusively to a particular battery, so that the number of repeated discharging/recharging times of the battery can be increased. As a result, since the safety performance as the electric power unit can be improved, the trafficable distance of the electric vehicle can be increased, and the total safety performance can be improved. This embodiment has been described with the safety mechanism applied to the electric vehicle, but not limited to it, and can be applied extensively to electric equipment, which uses the combined battery as the battery power supply unit, such as portable equipment and motor-driven toys which are transportable. INDUSTRIAL APPLICABILITY The present invention can be applied to general electric vehicles such as an electric two-wheeled vehicle, and also to three-wheeled and four-wheeled vehicles and others.

Claims: Safety mechanism for an electric vehicle (1) which includes a propelling motor (7) and an electric power unit for driving the motor, comprising: a set of coupled batteries (13a - 13d) forming the electric power unit, the set of coupled batteries being formed of a plurality of discrete batteries, the set of coupled batteries may alternatively be formed by a plurality of groups of batteries, each group consisting of a plurality of batteries and outputting a predetermined motor voltage; a plurality of selection switches (25a - 25e) are provided corresponding to the number of the discrete batteries forming the set of coupled batteries or the group of batteries forming the set of coupled batteries, the plurality of selection switches (25a- 25e) being capable to selectively connect the discrete batteries forming the set of coupled batteries or the groups of batteries forming the set of coupled batteries respectively, in parallel to a control circuit group; judging means (23, 27, 28, 29) determine a state of electric energy possessed by the discrete batteries forming the set of coupled batteries or a state of electric energy possessed by the groups of batteries forming the set of coupled batteries, respectively; characterized in that control means (26) select one of the discrete batteries forming the set of coupled batteries or one of the groups of batteries forming the set of coupled batteries having maximum energy based on the state of electric energy as determined by said judging means, and operates to connect the corresponding selection switch (25a - 25e) accordingly. Safety mechanism for an electric vehicle according to claim 1, characterized in that the judging means (23, 27, 28, 29) determines the state of electric energy in view of the output terminal voltages or remaining capacities of the respective batteries. Safety mechanism for an electric vehicle according to claim 1, characterized in that the judging means (23, 27, 28, 29) makes the judging process or the control means makes the selecting or connecting process on a predetermined time basis.

Inventors: FUKAZAWA TAMOTSU, OKAYAMA SHINJI, SETO TAKESHI, TAKAGI KUNIHIKO, TORIZUKA HARUKI, UETAKE AKIHITO, YAMAKOSHI ISSEI, FUKAZAWA, TAMOTSU, OKAYAMA, SHINJI, SETO, TAKESHI, TAKAGI, KUNIHIKO, TORIZUKA, HARUKI, UETAKE, AKIHITO, YAMAKOSHI, ISSEI, FUKAZAWA, Tamotsu Tokyo R &amp; D Co., Ltd., OKAYAMA, Shinji Tokyo R &amp; D Co., Ltd., TORIZUKA, Haruki Tokyo R &amp; D Co., Ltd.
Applicants: SEIKO EPSON CORP, TOKYO R & D KK, SEIKO EPSON CORPORATION, TOKYO R & D CO. LTD.
Application year: 1996
Main classification: B60L11
IPC codes: B60L11, B60L3