Vehicle system, vehicle control method, and storage medium

Abstract

The present invention provides a vehicle system, a vehicle control method, and a storage medium that can notify an occupant of a travelable distance in consideration of a remaining amount of fuel of a power generation device and a remaining charge amount of a power storage device. When the derived remaining amount of fuel becomes less than a first threshold value, or when a travelable distance calculated based on the remaining amount of fuel becomes less than a second threshold value, the power control unit causes the power generation device to continue generating power, and the output control unit calculates a second travelable distance that the vehicle can travel based on the derived charge amount or charge rate, and causes an output unit to output information related to the second travelable distance.

Description

Technical Field

[0001] The present invention relates to a vehicle system, a vehicle control method, and a storage medium. Background Art

[0002] Conventionally, when distributing the required power of the entire system into the power storage device share power borne by the power storage device and the fuel cell share power borne by the fuel cell, the power storage device share power is determined by considering the power efficiency of the power supply path from the power storage device to the load, and the difference power obtained by subtracting the power storage device share power from the required power of the entire system is set as the fuel cell share power (Japanese Unexamined Patent Application Publication No. 2017-162652). Summary of the Invention

[0003] However, in the conventional technology, insufficient research has been conducted on the case of notifying the occupant of the remaining travel distance in consideration of the fuel margin of the power generation device and the charge margin of the power storage device.

[0004] The present invention has been made in consideration of such a situation, and one of its objects is to provide a vehicle system, a vehicle control method, and a storage medium that can notify the occupant of the remaining travel distance in consideration of the fuel margin of the power generation device and the charge margin of the power storage device.

[0005] The vehicle system, vehicle control method, and storage medium of the present invention adopt the following configuration.

[0006] (1): A vehicle system according to an aspect of the present invention is mounted on a vehicle, and the vehicle system includes: a power generation device; a power storage device that stores power generated by the power generation device; and a power control device that controls the power generation of the power generation device and derives the fuel margin supplied to the power generation device based on the detection result of a first sensor installed on any one of the power generation device, the fuel storage unit, and the fuel supply path. The power control device derives the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device, calculates a first travel distance that the vehicle can travel based on the derived fuel margin, and causes an output unit to output information related to the first travel distance. When the derived fuel margin is less than a first threshold or the first travel distance calculated based on the fuel margin is less than a second threshold, the power control device causes the power generation device to continue generating power, calculates a second travel distance that the vehicle can travel based on the derived charge amount or charge rate, and causes the output unit to output information related to the second travel distance.

[0007] (2): In the solution of (1) above, when the remaining amount of the derived fuel is less than the first threshold value, or when the driving distance calculated based on the remaining amount of the fuel is less than the second threshold value, the power control device continues the power generation at the power generation power that achieves the maximum efficiency.

[0008] (3): In the solution of (1) or (2) above, when the remaining amount of the derived fuel is less than the first threshold value, or when the driving distance calculated based on the remaining amount of the fuel is less than the second threshold value, the power control device continues the power generation of the power generation device until there is no fuel that can be supplied to the power generation device.

[0009] (4): In the solutions of (1) to (3) above, when the power control device causes the output unit to output information related to the second driving distance, the power control device causes the output unit to output information indicating that the information output from the output unit has been switched from the information related to the first driving distance to the information related to the second driving distance.

[0010] (5): In the solutions of (1) to (4) above, the power control device calculates a value obtained by subtracting a specified distance obtained based on the error of the first sensor from the actual driving distance obtained based on the remaining amount of the derived fuel, as the first driving distance.

[0011] (6): In the vehicle control method of the solution of the present invention, a vehicle system includes a power generation device and a power storage device that stores the power generated by the power generation device. The vehicle control method causes an in-vehicle computer that controls the vehicle system to perform the following processes: controlling the power generation of the power generation device; deriving the remaining amount of the fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of the power generation device, the fuel storage unit, and the fuel supply path; deriving the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device that stores the power generated by the power generation device; calculating a first driving distance that the vehicle can travel based on the derived remaining amount of the fuel; causing an output unit to output information related to the first driving distance; and when the derived remaining amount of the fuel is less than a first threshold value, or when the first driving distance calculated based on the remaining amount of the fuel is less than a second threshold value, continuing the power generation of the power generation device, and calculating a second driving distance that the vehicle can travel based on the derived charge amount or charge rate, and causing the output unit to output information related to the second driving distance.

[0012] (7): The storage medium of the solution of the present invention stores a program. Among them, the vehicle system includes a power generation device and a power storage device that stores the power generated by the power generation device. The program causes the in-vehicle computer that controls the vehicle system to perform the following processes: controlling the power generation of the power generation device; deriving the remaining amount of fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of the power generation device, the fuel storage unit, and the fuel supply path; deriving the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device that stores the power generated by the power generation device; calculating a first driving distance that the vehicle can travel based on the derived remaining amount of fuel; causing an output unit to output information related to the first driving distance; and when the derived remaining amount of fuel is less than a first threshold value, or when the first driving distance calculated based on the remaining amount of fuel is less than a second threshold value, causing the power generation device to continue generating power, calculating a second driving distance that the vehicle can travel based on the derived charge amount or charge rate, and causing the output unit to output information related to the second driving distance.

[0013] According to the solutions of the above (1) to (7), it is possible to notify the occupant of the travelable distance in consideration of the remaining amount of fuel of the power generation device and the remaining power storage amount of the power storage device. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a diagram showing an example of the structure of an electric vehicle according to an embodiment.

[0015] Figure 2 It is a diagram showing an example of the structure of an FC system according to an embodiment.

[0016] Figure 3 It is a diagram showing an example of the structure of a power control device.

[0017] Figure 4 It is a chart showing an example of FC output.

[0018] Figure 5 It is a chart showing other examples of FC output.

[0019] Figure 6 It is a diagram showing an example of the change in the travel distance over time.

[0020] Figure 7 It is a flowchart showing an example of the process executed by the power control device.

[0021] Figure 8 It is a flowchart showing an example of the process executed by the power control device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] Hereinafter, embodiments of the vehicle system, vehicle control method, and storage medium of the present invention will be described with reference to the accompanying drawings. In the following description, it is assumed that the electric vehicle 10 is a fuel cell vehicle that uses the electric power generated by the power generation device as the driving power.

[0023] [Electric vehicle]

[0024] Figure 1 is a diagram showing an example of the structure of the electric vehicle 10 of the embodiment. As Figure 1 shown, the electric vehicle 10 includes, for example, a motor (rotary electric machine) 12, drive wheels 14, a braking device 16, a vehicle sensor 20, a converter 32, a BTVCU (Battery Voltage Control Unit) 34, a battery system (power storage device) 40, a power control device 50, an output unit 60, a charging port 70, a converter 72, and an FC (Fuel Cell) system 100. The power control device 50 and the FC system 100 together are an example of a fuel cell system.

[0025] The motor 12 is, for example, a three-phase alternating current motor. The rotor of the motor 12 is connected to the drive wheels 14. The motor 12 uses at least one of the electric power generated by the FC system 100 and the electric power stored in the battery system 40 to output the driving force used in the running of the electric vehicle 10 to the drive wheels 14. The motor 12 generates electric power using the kinetic energy of the vehicle when the vehicle decelerates.

[0026] The braking device 16 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the hydraulic cylinder. The braking device 16 may include a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal to the hydraulic cylinder via the master cylinder as a backup. The braking device 16 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder.

[0027] The vehicle sensor 20 includes an accelerator opening sensor, a vehicle speed sensor, and a brake pedal depression amount sensor. The accelerator opening sensor is installed on an accelerator pedal, which is an example of an operating member that receives an acceleration instruction from the driver, and is used to detect the operation amount of the accelerator pedal and output it as the accelerator opening to the power control device 50. The vehicle speed sensor includes, for example, wheel speed sensors installed on each wheel and a speed computer, synthesizes the wheel speeds detected by the wheel speed sensors to derive the vehicle speed (vehicle speed), and outputs the derived vehicle speed to the power control device 50 and the output unit 60. The brake pedal depression amount sensor is installed on the brake pedal and is used to detect the operation amount of the brake pedal and output it as the brake pedal depression amount to the power control device 50.

[0028] The converter 32 is, for example, an AC-DC converter. The DC-side terminals of the converter 32 are connected to the DC line DL. On the DC line DL, a battery system 40 is connected via the BTVCU 34. The converter 32 converts the AC voltage generated by the motor 12 into a DC voltage and outputs it to the DC line DL.

[0029] The BTVCU 34 is, for example, a step-up DC-DC converter. The BTVCU 34 boosts the DC voltage supplied from the battery system 40 and outputs it to the DC line DL. The BTVCU 34 outputs the regenerative voltage supplied from the motor 12 or the FC voltage supplied from the FC system 100 to the battery system 40.

[0030] The battery system 40 includes, for example, a battery 42, a battery sensor 44, and a heater 46.

[0031] The battery 42 is, for example, a secondary battery such as a lithium-ion battery. The battery 42 stores, for example, the electric power generated in the motor 12 or the FC system 100 and discharges it to drive the electric vehicle 10.

[0032] The battery sensor 44 includes, for example, a current sensor, a voltage sensor, and a temperature sensor. The battery sensor 44 detects, for example, the current value, voltage value, and temperature of the battery 42. The battery sensor 44 outputs the detected current value, voltage value, temperature, etc. to the power control device 50. The temperature sensor of the battery sensor 44 is an example of the "second sensor mounted on the power storage device".

[0033] The heater 46 is provided at a position where heat is transferred to the battery 42 and heats the battery 42 using the electric power stored in the battery 42. The heater 46 heats the battery 42, for example, when the temperature of the battery 42 detected by the battery sensor 44 is less than a specified temperature.

[0034] The FC system 100 is an example of a power generation device. Here, an example is described in which the electric vehicle 10 is a fuel cell vehicle as described above and the power generation device is a fuel cell. The FC system 100 is, for example, a fuel cell that generates electricity by reacting hydrogen contained as fuel in the fuel gas with oxygen in the air as an oxidant. The FC system 100 outputs the generated electric power, for example, to the DC line between the converter 32 and the BTVCU 34. Thus, the electric power supplied from the FC system 100 is supplied to the motor 12 via the converter 32, or is supplied to the battery system 40 via the BTVCU 34 and stored in the battery 42.

[0035] The power control device 50 comprehensively controls the power relationships of the electric vehicle 10. Details will be described later.

[0036] The output unit 60 includes, for example, a display unit 62 and a sound output unit 64. The display unit 62 outputs information corresponding to the control of the power control device 50 in the form of an image. The sound output unit 64 outputs information corresponding to the control of the power control device 50 in the form of sound. For example, the display unit 62 displays an image indicating the travelable distance of the electric vehicle 10 (or information related to the travelable distance), and the sound output unit 64 outputs a sound indicating the travelable distance of the electric vehicle 10 (or information related to the travelable distance). The display unit 62 may also display an image indicating the vehicle speed and the like output by the vehicle sensor 20.

[0037] The charging port 70 is provided facing the outside of the body of the electric vehicle 10. The charging port 70 is connected to the charging and discharging device 200 via a charging cable 220. The charging cable 220 includes a first plug 222 and a second plug 224. The first plug 222 is connected to the charging and discharging device 200, and the second plug 224 is connected to the charging port 70. The power supplied from the charging and discharging device 200 is supplied to the charging port 70 via the charging cable 220.

[0038] The charging cable 220 includes a signal cable attached to the power cable. The signal cable mediates communication between the electric vehicle 10 and the charging and discharging device 200. Therefore, a power connector and a signal connector are respectively provided at the first plug 222 and the second plug 224.

[0039] The converter 72 is provided between the charging port 70 and the battery system 40. The converter 72 converts the current introduced from the charging and discharging device 200 via the charging port 70, for example, alternating current, into direct current. The converter 72 outputs the converted direct current to the battery system 40.

[0040] <FC system 100>

[0041] Figure 2 is a diagram showing an example of the structure of the FC system 100 of the embodiment.

[0042] As Figure 2 shown, the FC system 100 includes, for example, an FC stack 110, an intake device 112, an air pump 114, a seal inlet valve 116, a humidifier 118, a first gas-liquid separator 120, an exhaust gas recirculation pump 122, a drain valve 124, a hydrogen tank 126, a fuel sensor 126A, a hydrogen supply valve 128, a hydrogen circulation unit 130, a second gas-liquid separator 132, a temperature sensor 140, a contactor 142, an FCVCU (Fuel Cell Voltage Control Unit) 144, and an FC control device 146.

[0043] The FC stack 110 includes a stack (not shown) in which a plurality of fuel cell monomers are stacked, and a pair of end plates (not shown) that sandwich the stack from both sides in the stacking direction.

[0044] The fuel cell monomer includes a membrane electrode assembly (MEA: Membrane Electrode Assembly), and a pair of separators that sandwich the membrane electrode assembly from both sides in the bonding direction.

[0045] The membrane electrode assembly includes an anode 110A composed of an anode catalyst and a gas diffusion layer, a cathode 110B composed of a cathode catalyst and a gas diffusion layer, and a solid polymer electrolyte membrane 110C composed of a cation exchange membrane or the like that is sandwiched from both sides in the thickness direction by the anode 110A and the cathode 110B.

[0046] A fuel gas containing hydrogen as a fuel is supplied from the hydrogen tank 126 to the anode 110A, and air containing oxygen as an oxidant (reaction gas) is supplied from the air pump 114 to the cathode 110B.

[0047] The hydrogen supplied to the anode 110A is ionized by a catalyst reaction on the anode catalyst, and hydrogen ions move to the cathode 110B via the moderately humidified solid polymer electrolyte membrane 110C. Electrons generated along with the movement of hydrogen ions can be taken out as a direct current to an external circuit (such as FCVCU 144).

[0048] Hydrogen ions on the cathode catalyst that move from the anode 110A to the cathode 110B react with oxygen supplied to the cathode 110B and electrons on the cathode catalyst to generate water.

[0049] The air pump 114 includes a motor or the like that is driven and controlled by the FC control device 146. The air is taken in from the outside via the intake device 112 by the driving force of the motor, compressed, and the compressed air is sent into the oxidant gas supply path 150 connected to the cathode 110B.

[0050] The seal inlet valve 116 is provided in the oxidant gas supply path 150 that connects the air pump 114 and the cathode supply port 110a that can supply air to the cathode 110B of the FC stack 110, and is opened and closed by the control of the FC control device 146.

[0051] The humidifier 118 humidifies the air sent into the oxidant gas supply path 150 from the air pump 114. More specifically, the humidifier 118 includes a water permeable membrane such as a hollow fiber membrane, and adds moisture to the air by bringing the air from the air pump 114 into contact with the water permeable membrane.

[0052] The first gas-liquid separator 120 separates the cathode exhaust gas that is discharged to the oxidant gas discharge path 152 without being consumed in the cathode 110B from the liquid water. The cathode exhaust gas separated from the liquid water by the first gas-liquid separator 120 flows into the exhaust gas recirculation path 154.

[0053] The exhaust gas recirculation pump 122 is provided in the exhaust gas recirculation path 154, mixes the cathode exhaust gas flowing into the exhaust gas recirculation path 154 from the first gas-liquid separator 120 with the air flowing in the oxidant gas supply path 150 from the seal inlet valve 116 to the cathode supply port 110a, and supplies it to the cathode 110B again.

[0054] The liquid water separated from the cathode exhaust gas by the first gas-liquid separator 120 is discharged via the connection path 162 to the second gas-liquid separator 132 provided in the fuel gas supply path 156. The liquid water discharged to the second gas-liquid separator 132 is discharged to the atmosphere via the drain pipe 164.

[0055] The hydrogen tank 126 stores hydrogen in a compressed state. The fuel sensor 126A is, for example, a sensor installed on the hydrogen tank 126 as a fuel storage section, and is used to detect the remaining amount of hydrogen stored in the hydrogen tank 126.

[0056] Not limited to this, the fuel sensor 126A may also be provided in the fuel gas supply path 156 as a fuel supply path, and by detecting the amount of hydrogen supplied from the hydrogen tank 126 to the anode supply port 110c, the information for deriving the remaining amount of the hydrogen tank 126 is detected. The position where the fuel sensor 126A is provided is not limited to the above position, and it is sufficient that it is a position where the fuel remaining amount can be detected somewhere in the FC system 100 as a power generation device. For example, the fuel sensor 126A may also detect the information for deriving the remaining amount of the hydrogen tank 126 by detecting the time when the hydrogen supply valve 128 is open, the opening angle of the valve, etc. The fuel sensor 126A is an example of "the first sensor installed on any one of the power generation device, the fuel storage section, and the fuel supply path".

[0057] The hydrogen supply valve 128 is provided in the fuel gas supply path 156 that connects the hydrogen tank 126 and the anode supply port 110c that can supply hydrogen to the anode 110A of the FC stack 110. When the hydrogen supply valve 128 is opened under the control of the FC control device 146, the hydrogen stored in the hydrogen tank 126 is supplied to the fuel gas supply path 156.

[0058] The hydrogen circulation section 130 circulates the anode exhaust gas that is discharged to the fuel gas discharge path 158 without being consumed in the anode 110A to the fuel gas supply path 156.

[0059] The second gas-liquid separator 132 separates the anode exhaust gas that is recycled from the fuel gas discharge path 158 to the fuel gas supply path 156 through the action of the hydrogen circulation section 130 from the liquid water. The second gas-liquid separator 132 supplies the anode exhaust gas separated from the liquid water to the anode supply port 110c of the FC stack 110.

[0060] The temperature sensor 140 detects the temperatures of the anode 110A and the cathode 110B of the FC stack 110, and outputs a detection signal to the FC control device 146.

[0061] The contactor 142 is provided between the anode 110A and the cathode 110B of the FC stack 110 and the FCVCU 144. Based on the control from the FC control device 146, the contactor 142 electrically connects or disconnects between the FC stack 110 and the FCVCU 144.

[0062] The FCVCU 144 is, for example, a step-up DC-DC converter. The FCVCU 144 is disposed between the anode 110A and the cathode 110B of the FC stack 110 after passing through the contactor 142 and an electrical load. The FCVCU 144 boosts the voltage of the output terminal 148 connected to the electrical load side to a target voltage determined by the FC control device 146. For example, the FCVCU 144 boosts the voltage output from the FC stack 110 to the target voltage and outputs it to the output terminal 148.

[0063] The FC control device 146 is included in a part of the power control section that performs the power generation control of the power generation device. For example, the FC control device 146 performs power generation control to generate power with the FC required power demanded for the FC system 100. The FC control device 146 performs power generation control to generate power with the required power generation amount.

[0064] When the power control device 50 determines that preheating of the FC system 100 is required and the FC required power demanded for the FC system 100 is equal to or higher than a specified value, the FC control device 146 performs preheating control of the FC system 100. For example, the power control device 50 obtains the detection signal detected by the temperature sensor 140 from the FC control device 146, and determines that preheating of the FC system 100 is required when the temperature of the FC stack 110 detected by the temperature sensor 140 is less than the threshold value. During the period when the power control device 50 is performing preheating control of the FC system 100, the power control device 50 obtains the detection signal detected by the temperature sensor 140 from the FC control device 146, and determines that the preheating control of the FC system 100 is completed when the temperature of the FC stack 110 detected by the temperature sensor 140 becomes equal to or higher than the threshold value.

[0065] <Power control device 50>

[0066] Figure 3This is a diagram showing an example of the structure of the power control device 50. The power control device 50 includes, for example, a processing unit 52 and a storage unit 54. The processing unit 52 includes, for example, a motor control unit 52A, a brake control unit 52B, a power control unit 52C, a fuel derivation unit (first derivation unit) 52D, an SOC derivation unit (second derivation unit) 52E, an output control unit 52F, and a switching determination unit 52G. The motor control unit 52A, the brake control unit 52B, the power control unit 52C, the fuel derivation unit 52D, the SOC derivation unit 52E, the output control unit 52F, and the switching determination unit 52G may also be replaced by separate control devices, such as control devices like a motor ECU, a brake ECU, and a battery ECU.

[0067] The processing unit 52 is implemented, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may also be implemented by hardware (including a circuitry section) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be implemented through the cooperation of software and hardware.

[0068] The program may be pre-stored in a storage device (non-transitory storage medium) such as an HDD (Hard Disk Drive) or a flash memory, or may be stored in a removable storage medium (non-transitory storage medium) such as a DVD or a CD-ROM, and installed by mounting the storage medium on the drive device.

[0069] The motor control unit 52A calculates the driving force required for the motor 12 based on the output of the vehicle sensor 20, and controls the motor 12 to output the calculated driving force.

[0070] The brake control unit 52B calculates the braking force required for the braking device 16 based on the output of the vehicle sensor 20, and controls the braking device 16 to output the calculated braking force.

[0071] The power control unit 52C calculates the total required power for the battery system 40 and the FC system 100 based on the output of the vehicle sensor 20. For example, the power control unit 52C calculates the torque that the motor 12 should output based on the throttle opening and the vehicle speed, and calculates the total required power by summing the driving shaft required power obtained from the torque and the speed of the motor 12, and the power required for auxiliary machines, etc.

[0072] The power control unit 52C calculates the charge / discharge required power of the storage battery 42 based on the state of charge (SOC) of the storage battery 42 derived by the SOC derivation unit 52E. Further, the power control unit 52C calculates the FC required power demanded of the FC system 100 by subtracting the charge / discharge required power of the storage battery 42 (positive on the discharge side) from the total required power, and causes the FC system 100 to generate power corresponding to the calculated FC required power.

[0073] The fuel derivation unit 52D derives the remaining amount of fuel supplied to the FC system 100 (an example of a power generation device) based on the detection result of the fuel sensor 126A. For example, the fuel derivation unit 52D may directly process the detected remaining amount of hydrogen as the remaining amount of fuel. The fuel derivation unit 52D may also derive the remaining amount of the hydrogen tank 126 based on the detected amount of supplied hydrogen or the like.

[0074] The SOC derivation unit 52E derives the SOC (State Of Charge; hereinafter also referred to as "battery charge rate") of the storage battery 42 based on the output of the storage battery sensor 44. For example, the SOC derivation unit 52E calculates the SOC based on the integrated value of the detected charge / discharge current. The SOC derivation unit 52E may also estimate the deterioration rate and full charge capacity of the storage battery 42 before deriving the SOC, and derive the SOC based on the estimation result. The SOC derivation unit 52E outputs the derived SOC to the switching determination unit 52G.

[0075] Hereinafter, an example in which the SOC derivation unit 52E derives the SOC will be described, but the present invention is not limited thereto. For example, the SOC derivation unit 52E may also derive the charged amount of the storage battery 42 based on the output of the storage battery sensor 44, and output the derived charged amount as a derivation result to the switching determination unit 52G. The SOC derivation unit 52E is an example of a "second derivation unit".

[0076] The output control unit 52F derives a first driving distance that the electric vehicle 10 can travel based on the derived remaining amount of fuel. For example, the output control unit 52F derives the first driving distance based on the fuel economy of the electric vehicle 10. At this time, the output control unit 52F may also multiply the fuel economy by a weight corresponding to the terrain on which the vehicle is traveling based on the current position of the electric vehicle 10, etc., thereby deriving the first driving distance.

[0077] The output control unit 52F may also calculate a value obtained by subtracting a specified distance obtained from the maximum error of the fuel sensor 126A from the actual driving distance obtained from the derived fuel remaining amount as the first driving distance. The maximum error of the fuel sensor 126A is, for example, predetermined to be 20 miles. Thus, even when a product with low detection accuracy is used as the fuel sensor 126A, the reliability of the first driving distance can be improved. On the other hand, even in a state where the first driving distance cannot be traveled, there may be a case where there is actually remaining fuel and it can be traveled.

[0078] The output control unit 52F causes the output unit 60 to output information related to the first driving distance. For example, the output control unit 52F generates image data showing the first driving distance and causes the display unit 62 to output the image data. The output control unit 52F generates voice data stating the first driving distance and causes the voice output unit 64 to output the voice data.

[0079] The switching determination unit 52G determines whether the switching timing has been reached. The switching determination unit 52G determines that the switching timing has been reached, for example, when the derived fuel remaining amount becomes less than the first threshold. Without limitation, the switching determination unit 52G may also determine that the switching timing has been reached when the driving distance calculated based on the fuel remaining amount becomes less than the second threshold. The switching determination unit 52G may also determine that the switching timing has been reached when the derived fuel remaining amount becomes less than the first threshold and the driving distance becomes less than the second threshold.

[0080] When the switching determination unit 52G reaches the switching timing, it rewrites the switching flag 54A in the storage unit 54 to active. When the switching flag 54A is inactive, the state is such that the first driving distance is being output from the output unit 60, and when the switching flag 54A is active, the state is such that the second driving distance is being output from the output unit 60. When fuel hydrogen is replenished to the hydrogen tank 126, the switching determination unit 52G may also switch the switching flag to inactive. The first driving distance is the drivable distance of the electric vehicle 10 corresponding to the remaining amount of fuel of the power generation device. The second driving distance is the drivable distance of the electric vehicle 10 corresponding to the charge amount or charge rate of the storage battery 42, etc.

[0081] When the switching timing is reached, the output control unit 52F calculates a second driving distance that the electric vehicle 10 can travel based on the derived SOC (or charge amount), and instead of causing the output unit 60 to output the first driving distance, causes the output unit 60 to output information related to the second driving distance. Thereby, even in a state where it is considered unable to travel based on the first driving distance, it is possible to convey to the occupant a state where it is considered able to travel based on the second driving distance. As an example of such a situation, even when the fuel remaining amount derived based on the fuel sensor 126A is "empty" and it seems that the electric vehicle 10 is unable to travel, it includes a situation where it is actually possible to travel using the power of the battery 42. Even when the fuel remaining amount derived based on the fuel sensor 126A is "empty", it includes a situation where there is actually fuel remaining and power generation can continue. The output control unit 52F may also derive the second driving distance based on the voltage value of the battery 42 detected by the battery sensor 44.

[0082] The output control unit 52F may also refer to the switching flag 54A. When the switching flag 54A is deactivated, the output unit 60 is caused to output the first driving distance, and when the switching flag 54A is activated, the output unit 60 is caused to output the second driving distance. Thereby, it is not necessary to determine whether the switching timing has been reached every time the driving distance displayed on the meter is changed.

[0083] When the switching timing is reached, the output control unit 52F notifies the occupant that the information output from the output unit 60 has been switched from the information related to the first driving distance to the information related to the second driving distance. Thereby, it is possible to make the occupant recognize that there is no remaining hydrogen in the hydrogen tank 126 and that the vehicle is traveling using the power stored in the battery system 40.

[0084] When the switching timing is reached, the power control unit 52C continues the power generation based on the power generation device. For example, the power control unit 52C instructs the FC control device 146 to continue power generation of the power generation device from the time when the switching timing is reached until a predetermined time (or a predetermined driving distance) has elapsed.

[0085] Not limited to this, the power control unit 52C may also continue the power generation of the power generation device from the time when the switching timing is reached until there is no fuel that can be supplied to the power generation device. For example, the power control unit 52C determines that there is no fuel that can be supplied to the power generation device when the power generated by the power generation device is no longer output to the battery system 40 or the DC line DL, or when the generated power no longer reaches the battery system 40. Even when the remaining amount of the derived fuel becomes smaller than the first threshold (for example, the first threshold = 0), there is sometimes actually fuel remaining. In such a case, the power control unit 52C instructs the FC control device 146 to continue power generation until the fuel is actually exhausted.

[0086] For example, the power control unit 52C instructs the FC control device 146 to generate power at the maximum efficiency before the switching timing is reached. Moreover, even when the switching timing is reached, the FC control device 146 is instructed to continue the power generation at the maximum efficiency. In this way, even if the remaining amount of the hydrogen tank 126 is very small, it can be used to the end without reducing the power generation efficiency, and the remaining amount can be charged into the storage battery 42. Therefore, the driving distance of the electric vehicle 10 can be extended.

[0087] <FC系统的输出控制>

[0088] Figure 4 1 is a graph showing an example of the SOC of the battery 42 and the power output from the FC system 100 (“FC output”) when the FC required power required of the FC system 100 is relatively small during vehicle travel. Figure 4 In the example shown, when the initial value of the SOC of the battery 42 is less than the threshold value X1, the FC system 100 outputs power from the FC system 100 to the battery 42 to increase the SOC of the battery 42. In this case, the FC system 100 generates power at a power generation amount that maximizes the power generation efficiency, and outputs the generated power to the battery 42.

[0089] Next, when the SOC of the battery 42 reaches the threshold value X1, the FC system 100 limits the power output from the FC system 100 to the battery 42, and reduces the SOC of the battery 42. Next, when the SOC of the battery 42 reaches the threshold value X2, the FC system 100 returns to the state before limiting the power output from the FC system 100 to the battery 42, and increases the SOC of the battery 42. As a result, the control of increasing the SOC of the battery 42 from the threshold value X2 to the threshold value X1 and the control of reducing the SOC of the battery 42 from the threshold value X1 to the threshold value X2 are repeated.

[0090] Figure 5 1 is a graph showing an example of the SOC of the battery 42 and the power output from the FC system 100 when the FC required power required of the FC system 100 is relatively large during vehicle travel. Figure 5 In the example shown, the FC system 100 does not use the power stored in the battery 42 but uses the power generated in the FC system 100 to output the driving force used in the running of the electric vehicle 10 from the motor 12 to the drive wheels 14. As a result, the SOC of the battery 42 is maintained, and the FC system 100 generates power according to the FC required power required for the FC system 100, and the generated power is output to the motor 12.

[0091] Figure 6This is a diagram showing an example of the change in driving distance over time. The horizontal axis represents time, and the vertical axis represents the available driving distance, etc. On the left vertical axis, the "actual remaining driving distance" indicating the distance that can be traveled with the fuel remaining in the fuel sensor 126A is recorded. On the right vertical axis, the "first driving distance" obtained by subtracting the error amount of the fuel sensor 126A from the "actual remaining driving distance" and the "second driving distance" based on the SOC of the battery 42 are recorded. Here, it is assumed that the remaining driving distance at the SOC control central value is 30 miles, and the maximum error of the fuel sensor 126A is 20 miles.

[0092] Time T1 is when the switching timing is reached, and time T2 is when the hydrogen in the hydrogen tank 126 is exhausted. The required power can be a fixed value or a variable value before time T1 and can be arbitrarily set. On the other hand, the required power is fixed at the amount of power that can generate electricity with the maximum efficiency after time T1. The switching flag is inactive before time T1 and becomes active after time T1.

[0093] During the period until time T1, the electric vehicle 10 is assumed to be in a state of traveling at a constant speed on a terrain with height differences. The driving distance output by the output unit 60 during this period until time T1 is the first driving distance derived based on the remaining amount of the hydrogen tank 126. During the period until time T1, the first driving distance decreases over time.

[0094] The driving distance output by the output unit 60 during the period after time T1 is the second driving distance derived based on the SOC of the battery 42. During the period from time T1 to T2, the second driving distance varies depending on the load.

[0095] Case1 is the case where the load is greater than the power generation, Case2 is the case where the load is the same as the power generation, and Case3 is the case where the load is less than the power generation. In Case1, the electric vehicle 10 travels using not only the generated power but also the power of the battery 42. Therefore, the second driving distance decreases over time. In Case2, the electric vehicle 10 travels only with the generated power. Therefore, the power of the battery 42 does not decrease, and the second driving distance is constant. In Case3, the generated power is output to the electric vehicle 10, and the remaining amount is charged into the battery 42. Therefore, the power of the battery 42 increases, and the second driving distance increases over time.

[0096] During the period after time T2, power generation stops, so the power of the battery 42 gradually decreases, and the second driving distance decreases over time.

[0097] [Processing Flow of Vehicle System]

[0098] Hereinafter, a flowchart is used to illustrate the flow of a series of processes in the power control device 50, which is the control computer of the vehicle system 1 according to the first embodiment. Figure 7 , 8 It is a flowchart showing an example of the flow of processes executed by the power control device 50. Figure 7 The illustrated flowchart is executed, for example, when the electric vehicle 10 starts to run.

[0099] First, the power control device 50 performs normal power generation (step S101). For example, the power control unit 52C instructs the FC control device 146 to generate power at the maximum efficiency power generation. Next, the fuel derivation unit 52D derives the remaining amount of fuel supplied to the power generation device based on the detection result of the fuel sensor 126A (step S103).

[0100] The output control unit 52F derives the first driving distance that the electric vehicle 10 can travel based on the remaining amount of fuel derived in step S103, and causes the output unit 60 to output the first driving distance (step S105). Further, the switching determination unit 52G determines, for example, whether the derived remaining amount of fuel has become less than the first threshold (step S107). Here, the first threshold is, for example, a fuel amount corresponding to a driving distance of 30 miles. The process of step S107 may also be a process of determining whether the switching timing has been reached, and is a process of determining whether the first driving distance has become smaller than the second threshold. Here, the second threshold is, for example, 30 miles.

[0101] When the derived remaining amount of fuel is equal to or greater than the first threshold, the power control device 50 returns to step S101 and repeats the process. On the other hand, when the remaining amount of fuel derived in step S107 becomes less than the first threshold, the switching determination unit 52G activates the switching flag (step S109). Then, it moves to Figure 8 the process of.

[0102] As Figure 8 shown, the power control unit 52C instructs the FC control device 146 to fix the power generation amount (for example, the power generation amount at the maximum efficiency) and continue power generation (step S121). The SOC derivation unit 52E derives the SOC of the storage battery 42 based on the output of the storage battery sensor 44 (step S123). The second driving distance that the electric vehicle 10 can travel is calculated based on the derived SOC, and instead of causing the output unit 60 to output the first driving distance, the output unit 60 is caused to output information related to the second driving distance (step S125).

[0103] Next, the power control unit 52C determines whether to end power generation (step S127). If it is determined that power generation is not to be ended, the power control unit 52C returns to step S121 and repeats the process. On the other hand, when a predetermined time (or a predetermined traveling distance) has elapsed since the switching timing was reached, or when there is no fuel that can be supplied to the power generation device, the power control unit 52C determines to end power generation. Then, the power control unit 52C instructs the FC control device 146 to end power generation (step S129). After that, the electric vehicle 10 shifts to pure EV driving using only the power of the battery 42 (step S131).

[0104] As described above, according to the vehicle system of the embodiment, which is a vehicle system mounted on a vehicle, the vehicle system includes: a power generation device; a power control unit that performs power generation control of the power generation device; a first derivation unit that derives the remaining amount of fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of the power generation device, the fuel storage unit, and the fuel supply path; a power storage device that stores the power generated by the power generation device; a second derivation unit that derives the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device; and an output control unit that calculates a first driving distance that the vehicle can travel based on the derived remaining amount of fuel and causes an output unit to output information related to the first driving distance. When the derived remaining amount of fuel is less than a first threshold value, or when the first driving distance calculated based on the remaining amount of fuel is less than a second threshold value, the power control unit causes the power generation device to continue power generation. The output control unit calculates a second driving distance that the vehicle can travel based on the derived charge amount or charge rate and causes the output unit to output information related to the second driving distance. Thus, it is possible to notify the occupant of the available driving distance while considering the remaining amount of fuel of the power generation device and the remaining charge of the power storage device.

[0105] The above-described switching timing is not limited to the case where the remaining amount of fuel is small. For example, the first threshold value and the second threshold value can be values greater than 0. The switching timing can also be the case where the remaining amount of fuel becomes less than the first threshold value (or the first driving distance becomes less than the second threshold value) and the SOC becomes less than the third threshold value (or the second driving distance becomes less than the fourth threshold value). Thus, for example, by setting the third threshold value to the median value of the SOC of the battery 42 (e.g., 50%), it is possible to prevent the output driving distance from jumping when switching from the first driving distance to the second driving distance.

[0106] The above-described usage embodiments illustrate specific embodiments of the present invention. However, the present invention is in no way limited to such embodiments, and various modifications and substitutions can be made without departing from the gist of the present invention. For example, as an example of a power generation device, an example of a fuel cell such as the FC system 100 is illustrated, but the power generation device is not limited to this example. For example, in the electric vehicle 10, there is also included a vehicle (e.g., a plug-in hybrid vehicle) that can run using the power generated by a gasoline engine in addition to the charging power of the traveling battery when the charging power is insufficient. In this case, the power generation device includes a gasoline engine.

Claims

1. A vehicle system, which is mounted on a vehicle, wherein, The vehicle system includes: A power generation device; A power storage device that stores the electric power generated by the power generation device; and A power control device that controls the power generation of the power generation device, and derives the remaining amount of fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of the fuel storage part of the power generation device, the fuel supply path of the power generation device, and the part of the power generation device that can detect the remaining fuel amount other than the fuel storage part and the fuel supply path. The power control device derives the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device, calculates a first driving distance that the vehicle can travel based on the derived remaining amount of fuel, and causes an output unit to output information related to the first driving distance in the form of image data or sound data. When the derived remaining amount of fuel is less than a first threshold value, or when the first driving distance calculated based on the derived remaining amount of fuel is less than a second threshold value, the power control device causes the power generation device to continue generating power, calculates a second driving distance that the vehicle can travel based on the derived charge amount or charge rate, and causes the output unit to output information related to the second driving distance in the form of image data or sound data.

2. The vehicle system according to claim 1, wherein, When the derived remaining amount of fuel is less than the first threshold value, or when the driving distance calculated based on the derived remaining amount of fuel is less than the second threshold value, the power control device continues the power generation at the power generation electric power that achieves the maximum efficiency.

3. The vehicle system according to claim 1 or 2, wherein, When the derived remaining amount of fuel is less than the first threshold value, or when the driving distance calculated based on the derived remaining amount of fuel is less than the second threshold value, the power control device causes the power generation device to continue generating power until there is no fuel that can be supplied to the power generation device.

4. The vehicle system according to claim 1 or 2, wherein, When causing the output unit to output information related to the second driving distance in the form of image data or sound data, the power control device causes the output unit to output, in the form of image data or sound data, information indicating that the information output from the output unit has been switched from the information related to the first driving distance to the information related to the second driving distance.

5. The vehicle system according to claim 1 or 2, wherein, The power control device calculates, as the first driving distance, a value obtained by subtracting a specified distance based on the error of the first sensor from the actual driving distance obtained from the derived remaining amount of fuel.

6. A vehicle control method, wherein, The vehicle system is mounted on a vehicle and includes a power generation device and a power storage device that stores the electric power generated by the power generation device. The vehicle control method causes an in-vehicle computer that controls the vehicle system to perform the following processing: Control the power generation of the power generation device; Derive the remaining amount of fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of the fuel storage part of the power generation device, the fuel supply path of the power generation device, and the part of the power generation device that can detect the remaining fuel amount other than the fuel storage part and the fuel supply path. Derive the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device that stores the power generated by the power generation device; Calculate a first driving distance that the vehicle can travel based on the derived remaining amount of fuel; Cause an output unit to output information related to the first driving distance in the form of image data or sound data; And In a case where the derived remaining amount of fuel is less than a first threshold value, or in a case where the first driving distance calculated based on the derived remaining amount of fuel is less than a second threshold value, cause the power generation device to continue generating power, calculate a second driving distance that the vehicle can travel based on the derived charge amount or charge rate, and cause the output unit to output information related to the second driving distance in the form of image data or sound data.

7. A storage medium, which stores a program, wherein, A vehicle system is mounted on a vehicle and includes a power generation device and a power storage device that stores the power generated by the power generation device, The program causes an in-vehicle computer that controls the vehicle system to perform the following processing: Control the power generation of the power generation device; Derive the remaining amount of fuel supplied to the power generation device based on the detection result of a first sensor installed on any one of a fuel storage unit of the power generation device, a fuel supply path of the power generation device, and a part of the power generation device that can detect the remaining amount of fuel other than the fuel storage unit and the fuel supply path; Derive the charge amount or charge rate of the power storage device based on the detection result of a second sensor installed on the power storage device that stores the power generated by the power generation device; Calculate a first driving distance that the vehicle can travel based on the derived remaining amount of fuel; Cause an output unit to output information related to the first driving distance in the form of image data or sound data; And In a case where the derived remaining amount of fuel is less than a first threshold value, or in a case where the first driving distance calculated based on the derived remaining amount of fuel is less than a second threshold value, cause the power generation device to continue generating power, calculate a second driving distance that the vehicle can travel based on the derived charge amount or charge rate, and cause the output unit to output information related to the second driving distance in the form of image data or sound data.

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