device using fuel gas

Abstract

Device (100) which uses fuel gas supplied by an external fuel gas supply device (200), comprising: a battery (4) to supply power to a device / devices of the device (100); a fuel gas storage unit (8) for storing fuel gas supplied by the fuel gas supply device (200); a fuel cover (14) to cover a supply inlet to which fuel gas is supplied by the fuel gas supply device (200); a fuel cap state detection means (16) for detecting an open / closed state of the fuel cap (14); a fuel gas state detection means (11, 12) for detecting a fuel gas state, namely a pressure and / or a temperature of fuel gas stored in the fuel gas storage unit (8); a communication means (19) for conducting communication with the fuel gas supply device (200); and a control means (2) to control a delivery communication, after receiving a signal from the fuel cap state detection means (16) that the fuel cap (14) is in an open state, using power supplied by the battery (4), in order to transmit the fuel gas state received from the fuel gas state detection means (11, 12) to the fuel gas supply device (200) via the communication transmission means (19), characterized in that the control means (2) continues or stops the delivery communication depending on the determination of whether the fuel gas is supplied to the fuel gas storage unit (8) or not, based on the input signal from the fuel gas state detection means (11, 12), after the control means (2) has determined, according to a signal received from the fuel cap state detection means (16), that a predetermined time interval (t) has elapsed after the start of the delivery communication. G ) has expired and the fuel cap (14) has remained in the open position.

Description

BACKGROUND OF THE INVENTIONField of the invention

[0001] The present invention relates to an apparatus using fuel gas supplied from an external fuel gas supply device. Description of the state of the art

[0002] In recent years, progress has been made in the practical use of a fuel cell vehicle to which oxygen-containing air is supplied as an oxidizing gas and hydrogen as a fuel gas. The air and hydrogen gas cause an electrode reaction in a fuel cell, thereby generating electric power to drive a motor to move the vehicle. A fuel cell vehicle is provided with a hydrogen tank for storing hydrogen gas and supplying hydrogen to a fuel cell. Furthermore, a display instrument is provided next to the driver's seat of the fuel cell vehicle, which displays the remaining amount of hydrogen gas currently stored in the hydrogen tank. When the remaining amount of hydrogen gas becomes small as the fuel cell vehicle is driven,A driver, who has become aware of this condition by looking at the display instrument, drives the fuel cell vehicle to a hydrogen supply station. Hydrogen is then supplied (dispensed) to the hydrogen tank of the fuel cell vehicle using a hydrogen supply device provided at the hydrogen supply station.

[0003] When hydrogen is supplied to the hydrogen tank of the fuel cell vehicle, the fuel cell vehicle communicates with the dispensing device of the hydrogen station (hereinafter referred to as dispensing communication). That is, the fuel cell vehicle transmits information regarding the temperature, pressure, and the like of the hydrogen dispensed into the hydrogen tank, and the dispensing device adjusts the pressure, flow rate, flow velocity, and the like based on the information received from the fuel cell vehicle.

[0004] JP 2010-198944 A, on which the preamble of claim 1 is based, describes a technology according to which an infrared communication device is provided at a hydrogen supply inlet (hydrogen discharge inlet) on a vehicle side. When a cap (fuel cap) is opened, an ECU (Electronic Control Unit) receives information regarding the pressure and temperature of hydrogen in a hydrogen supply line and transmits this information to an external hydrogen supply (discharge) device via the infrared communication device. According to the technology described in Patent Document 1, it is possible to make the cap smaller because a cap switch is not required.

[0005] According to the technology disclosed in JP 2010-198944 A, the ECU monitors the pressure and temperature in the hydrogen supply line, and when the pressure in the hydrogen supply line becomes greater than or equal to a predetermined pressure, the ECU transmits a signal to terminate the discharge communication. Accordingly, according to the technology disclosed in JP 2010-198944 A, even if the fuel cell vehicle is left in a state where the lid is open for a long time, the ECU continues to be informed of the pressure and temperature of the hydrogen in the hydrogen supply line and transmits the information to the external hydrogen supply device via the infrared communication device unless the ECU transmits the termination signal.As a result, when the fuel cell vehicle is left in a state where the lid is opened, the charge amount of a battery using the technology described in JP 2010-198944 A gradually decreases with the passage of time.

[0006] If the fuel cell vehicle is left in a state where the lid is opened for a long time, the charge amount of the battery with the technology described in JP 2010-198944 A may decrease accordingly, and when the fuel cell starts operating, the air compressor and the like may not be operated due to a concomitant decrease in the discharge capacity of the battery, making it impossible to start the fuel cell vehicle (that is, the battery discharges).

[0007] US 5,684,404 A teaches how to estimate the time until a critical state of charge is reached using a battery voltage measurement. The critical state of charge is defined by a first reference voltage. The time voltage is calculated from the ratio of the difference between the two voltages to the rate of voltage change. SUMMARY OF THE INVENTION

[0008] In this situation, it is an object of the invention to provide a device using fuel gas, in which the device ensures the charge amount of its battery.

[0009] To solve the problem described above, an apparatus according to claim 1 is provided.

[0010] Preferred embodiments are specified in the subclaims.

[0011] Accordingly, even if the fuel cell vehicle (a device using a fuel gas) is left in a state where the fuel cap remains open for a long time, the control means according to the present invention stops the discharge communication after a predetermined period of time has elapsed. This ensures a necessary amount of charge (SOC: State of Charge) of the battery and prevents battery discharge, which might be caused by continuously performing the discharge communication for a long period of time.

[0012] According to claim 2, it is possible to determine a discharge communication period corresponding to the battery voltage at a time of the fuel cap being opened, and to ensure the charge amount (SOC: State Of Charge) of the battery by not performing the discharge communication longer than necessary.

[0013] According to claim 3, the output communication can be carried out for an upper-limited period of time when the battery voltage at a time of opening the fuel cap is taken into account.

[0014] According to claim 4, the discharge communication is immediately stopped when the battery voltage becomes less than or equal to a predetermined value, regardless of the period in which the fuel cap remains open. This allows the battery's state of charge (SOC) to be ensured.

[0015] According to claim 5, even after a predetermined period of time has elapsed in which the fuel cap has remained in the open state because, for example, fuel gas is being supplied from the fuel gas supply device, it is possible to continuously perform the fuel gas discharge while ensuring a necessary charge amount (SOC: State Of Charge) of the battery by extending the discharge communication by a predetermined period of time.

[0016] According to the present invention, it is possible to provide a fuel gas using apparatus in which the apparatus ensures the charge amount of its battery. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing the configuration of a fuel cell vehicle according to the present invention; Fig. 2 is a flowchart showing the flow of a process of output communication by a fuel cell vehicle according to a first embodiment of the present invention; Fig. 3 is a diagram showing the periods until the discharge of hydrogen into the hydrogen tank of the fuel cell vehicle is completed and the frequencies of the respective periods; Fig. 4 is a flowchart showing the flow of a process of output communication by a fuel cell vehicle of a second embodiment of the present invention; Fig. 5A is a diagram showing the relationship between the battery voltage and the output communication period of the fuel cell vehicle of the second embodiment; Fig. 5B is a diagram showing the ON / OFF states of the output communication at respective battery voltages; Fig. 5C is a graph showing the change in battery voltage with respect to elapsed time after the start of delivery communication; Fig. 6 is a flowchart showing the flow of a process of output communication by a fuel cell vehicle of a third embodiment of the present invention; Fig. 7A is a graph showing the change in pressure in a hydrogen tank with respect to the period of discharge of hydrogen into the hydrogen tank of the fuel cell vehicle; Fig. 7B is a graph showing the change in temperature of hydrogen gas in the hydrogen tank with respect to the period of discharge of hydrogen into the hydrogen tank of the fuel cell vehicle; Fig. 8 is a flowchart showing the flow of a process of output communication by a fuel cell vehicle of a fourth embodiment of the present invention; Fig. 9A is a graph showing the change in battery voltage with respect to the elapsed time after a start of discharge communication regarding the fuel cell vehicle of the fourth embodiment of the present invention; Fig. 9B is a diagram showing the ON / OFF states of the output communication at respective battery voltages; and Fig. 10 is a flowchart showing the flow of a process of output communication by a fuel cell vehicle of a fifth embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment

[0017] With appropriate reference to the drawings, a first embodiment of the present invention will be explained below. Elements common to the respective drawings are assigned the same reference numerals, and overlapping descriptions are omitted. Configuration of the fuel cell vehicle

[0018] Fig. 1 is a block diagram showing the configuration of a fuel cell vehicle according to the present invention. The fuel cell vehicle 100 includes a fuel cell 1, an ECU 2, a VCU (chopper) 3, a battery 4, a PDU (inverter) 5, a motor 6, a compressor 7, a hydrogen tank 8, a shut-off valve 9, an IG (ignition unit) 10, a fuel cap opening switch 13, a fuel cap 14, a fuel cap opener 15, a hydrogen discharge inlet 17, a check valve 18, an interface 19, various sensors, and various piping.

[0019] Here in Fig. 1, a solid arrow represents the flow of air containing oxygen (oxidizing gas) or the flow of hydrogen (fuel gas). A triple solid line represents three-phase alternating current. A double solid line represents direct current. A dashed line represents an electrical signal for transmitting specific information.

[0020] The fuel cell 1 is designed as follows. When the fuel cell 1 is supplied with hydrogen (fuel gas) through an anode flow path 10a, the electrode reaction represented by Expression 1 occurs. When the fuel cell 1 is supplied with air containing oxygen (oxidizing gas) through a cathode flow path 10b, the electrode reaction represented by Expression 2 occurs to generate a potential difference (OCV (Open Circuit Voltage)) in each unit cell. 2H2 → 4H + + 4e - Expression 1 O2 + 4H + + 4e - → 2H2O Expression 2

[0021] The ECU 2 is a control unit for electronically controlling the fuel cell vehicle 100 and includes an electronic circuit (not shown) with a CPU, a ROM, a RAM, various interfaces, and the like. The ECU 2 controls various units in accordance with the programs stored therein to perform various processes. Furthermore, the ECU 2 is supplied with power from the battery 4 as needed through the VCU 3 described below.

[0022] The ECU 2 includes a discharge communication control section 2c. When discharging hydrogen into the hydrogen tank 8, the discharge communication control section 2c performs various control processes for discharge communication with the discharge device 22 (hydrogen discharge device) of an external hydrogen station 200.

[0023] More specifically, the discharge communication control section 2c stores the hydrogen pressure, hydrogen temperature, and the like inside the hydrogen tank 8, which it has obtained from a pressure sensor 11 and / or a temperature sensor 12 described below, in the storage section (not shown) of the ECU 2. When performing discharge communication with the discharge device 22 of an external hydrogen station 200, the discharge communication control section 2c reads the above-described information from the storage section (not shown) and transmits the information to the discharge device 22 via the interface 19 and a communication link device 24.Further, the discharge communication control section 2c stores information regarding the hydrogen pressure, the hydrogen temperature, and the like inside the hydrogen tank 8 in the storage section (not shown) and updates the information at certain intervals.

[0024] Here, the control unit of the fuel cell vehicle is not limited to the ECU 2 and may be a control unit provided with a mechanical transmission mechanism instead of an electrical unit.

[0025] The information transmitted from the discharge communication control section 2c to the discharge device 22 includes, in addition to the hydrogen pressure and temperature inside the hydrogen tank 8 described above, the material (aluminum alloy, resin, etc.) of the hydrogen tank 8, the allowable temperature and pressure of the hydrogen tank 8 depending on the material, the expiration date for use of the hydrogen tank 8, the frequency of hydrogen discharge, and the like. The information thus transmitted from the discharge communication control section 2c to the discharge device 22 is hereinafter referred to as the discharge communication information.The discharge communication information is stored in the storage section (not shown) of the ECU 2, and when the ECU 2 performs the discharge communication, the discharge communication control section 2c reads the discharge communication information from the storage section (not shown) and transmits the information to the discharge device 22.

[0026] Further, the discharge communication control section 2c starts the discharge communication with a signal indicating that the fuel lid 14 has been placed in an open state (in the unlocking) as a trigger by a fuel lid open / close sensor 16 described below, and transmits the various information described above to the outside via the interface 19.

[0027] Furthermore, the output communication control section 2c also has a function of receiving the voltage of the battery 4 detected by a voltage sensor 20 and monitoring the voltage.

[0028] At the instruction of the ECU 2, the VCU 3 (Voltage Control Unit) controls the output current and voltage of the fuel cell 1 and controls the charging / discharging of the battery 4. The battery 4 is provided with, for example, a plurality of lithium-ion secondary batteries. The battery 4 is charged with excess voltage of the fuel cell 1 or with regenerated power of the motor 6, or it compensates for (compensates for) a power shortage of the fuel cell 1. The PDU 5 (Power Drive Unit) is an inverter that, at the instruction of the ECU 2, converts a direct current input from the VCU 3 into a three-phase alternating current and supplies the power to the motor 6. With power from the fuel cell 1 and / or the battery 4, the motor 6 generates driving force to drive the fuel cell vehicle 100.

[0029] Upon instruction from the ECU 2, the compressor 7 operates to suck in oxygen-containing air and supply the air to the cathode flow path 10b through a pipe 11b. The hydrogen tank 8 is connected to the inlet of the anode flow path 10a through a pipe 11a, the shutoff valve 9, and a pipe 12a. When the shutoff valve 9 is opened in response to an instruction from the ECU 2 to open the shutoff valve 9, hydrogen is supplied from the hydrogen tank 8 to the anode flow path 10a through the shutoff valve 9 and the like. The ECU 2 is set to open the shutoff valve 9 upon detection of an ON signal from the IG 10 to supply hydrogen to the anode flow path 10a, so that the fuel cell 1 generates power.

[0030] The shutoff valve 9 is connected to the anode flow path 10a through the line 12a and adjusts the supply of hydrogen from the hydrogen tank 8 through the line 11a by opening and closing in accordance with an instruction from the ECU 2. The IG 10 is an ignition switch of the fuel cell vehicle 100 and is provided next to the driver's seat. The ECU 2 is connected to the IG 10 to detect an ON / OFF signal from the IG 10.

[0031] Since the ECU 2 uses a known method to control the power generation by the fuel cell 1, a detailed description of the control is omitted.

[0032] The pressure sensor 11 is a sensor for detecting the hydrogen pressure inside the hydrogen tank 8 and is arranged inside the hydrogen tank 8. The pressure sensor 11 outputs the hydrogen pressure detected inside the hydrogen tank 8 to the ECU 2.

[0033] The temperature sensor 12 is a sensor for detecting the hydrogen temperature inside the hydrogen tank 8 and is arranged inside the hydrogen tank 8. The temperature sensor 12 outputs the hydrogen temperature inside the hydrogen tank 8 to the ECU 2.

[0034] The positions of the pressure sensor 11 and the temperature sensor 12 can be changed as required.

[0035] The fuel cap open switch 13 is a switch for opening the fuel cap 14 and is provided next to the driver's seat. The ECU 2 is connected to the fuel cap open switch 13, and when the fuel cap open switch 13 is depressed, the ECU 2 detects a signal from the fuel cap open switch 13.

[0036] The fuel cap 14 is a cap that is rotatably opened when hydrogen is to be discharged, and is provided on one side of the fuel cell vehicle 100. The fuel cap 14 normally covers the hydrogen discharge inlet 17 (in other words, when hydrogen is not to be discharged) and is locked in a closed state. On the other hand, when a vehicle driver presses the fuel cap opening switch 13 for hydrogen discharge, and the fuel cap opener 15 described below thereby receives an instruction from the ECU 2 to open the fuel cap 14, the fuel cap 14 is rotated in the opening direction (unlocking) to enter an open state.

[0037] In accordance with an instruction from the ECU 2, the fuel cap opener 15 locks or unlocks the fuel cap 14 as described above. The method for transmitting an instruction to open the fuel cap 14 to the fuel cap opener 15 is not limited to the electrical method described above. For example, a mechanical transmission method may be used in which the fuel cap opener 15 is connected to an unlocking lever (not shown) via a wire cable (not shown).

[0038] The fuel cap open / close sensor 16 is a sensor for detecting the open / closed state of the fuel cap 14 and is provided in the vicinity of the fuel cap 14. The fuel cap open / closed sensor 16 outputs a signal corresponding to the open / closed state of the fuel cap 14 to the ECU 2.

[0039] As described above, when the ECU 2 has received a signal from the fuel cap open / close sensor 16 according to which the fuel cap 14 has been set in the open state (unlock), the ECU 2 operates the discharge communication control section 2c to start discharge communication with the external hydrogen station 200 and transmits discharge communication information.

[0040] The hydrogen discharge inlet 17 is a part to which the hydrogen discharge nozzle 23 of the external hydrogen station 200 is connected when hydrogen is to be discharged into the hydrogen tank 8, and is provided on a side surface of the vehicle.

[0041] The check valve 18 has a valve structure that restricts the flow of hydrogen supplied through the hydrogen discharge inlet 17 so that the hydrogen flows only toward the hydrogen tank 8. Further, when hydrogen is discharged, the check valve 18 opens when the hydrogen is supplied at a certain supply pressure through the hydrogen discharge inlet 17 and the pipe 13a, and thereby the check valve 18 discharges the hydrogen into the hydrogen tank 8 through the pipe 14a.

[0042] The interface 19 is a part to which the communication connection device 24 of the external hydrogen station 200 is connected during hydrogen discharge, and the interface 19 is provided in the vicinity of the hydrogen discharge inlet 17. The voltage sensor 20 is connected to the battery 4 and detects the voltage of the battery 4 and outputs the voltage to the ECU 2.

[0043] The hydrogen station 200 that supplies hydrogen, which is a fuel gas, to the fuel cell vehicle 100 will be briefly described below.

[0044] The hydrogen station 200 includes a hydrogen storage tank 21, the dispenser 22, the hydrogen dispenser nozzle 23, and the communication connection device 24. The hydrogen storage tank 21 stores hydrogen to be supplied to the fuel cell vehicle 100 at a high temperature. The dispenser 22 (hydrogen dispenser) is connected to the hydrogen storage tank 21, controls the start / stop of the delivery of hydrogen to be supplied to the hydrogen tank 8 of the fuel cell vehicle 100, and controls the pressure, fuel flow rate, and the like when delivering hydrogen. When delivering hydrogen to the hydrogen tank 8 of the fuel cell vehicle 100, the dispenser 22 further conducts delivery communication with the delivery communication control section 2c of the ECU 2 via the interface 19 and the communication connection device 24 described below.Through the discharge communication, the discharge device 22 obtains information regarding the hydrogen pressure, hydrogen temperature, and the like inside the hydrogen tank 8, and adjusts the pressure and the like of the hydrogen supplied from the hydrogen storage tank 21 based on the information. In this way, the discharge device 22 discharges hydrogen into the hydrogen tank 8 of the fuel cell vehicle 100.

[0045] The hydrogen discharge nozzle 23 is connected to the hydrogen storage tank 21 through the discharge device 22 and is introduced into the hydrogen discharge inlet 17 when discharging hydrogen into the hydrogen tank 8 of the fuel cell vehicle 100. Then, the hydrogen supplied from the hydrogen storage tank 21 to the hydrogen station 200 is adjusted in pressure and the like by the discharge device 22 and discharged into the hydrogen tank 8 through the hydrogen discharge nozzle 23, the hydrogen discharge inlet 17, the pipe 13a, the check valve 18, and the pipe 14a. The communication connection device 24 is a tool for connecting wires and is connected to the discharge device 22. The communication connection device 24 is inserted into the interface 19 when discharging hydrogen into the hydrogen tank 8 of the fuel cell vehicle 100. Operation of the fuel cell vehicle of the first embodiment

[0046] Fig. 2 is a flowchart showing the flow of the discharge communication process by the fuel cell vehicle of the present embodiment. As described above, the discharge communication control section 2c of the ECU 2 starts the discharge communication when the fuel cap open / close sensor 16 has input a signal indicating that the fuel cap 14 has been placed in the open state. Accordingly, in the following description, it is assumed that the discharge communication control section 2c of the ECU 2 performs a series of processes related to the discharge communication that starts when the fuel cap 14 has been placed in the open state.

[0047] In step S101 of Fig. 2, the ECU 2 determines whether or not the IG 10 is in the OFF state. If the IG 10 is in the OFF state (step S101 → Yes), the process of the ECU 2 proceeds to step S102. If the IG 10 is in the ON state (step S101 → No), the ECU 2 then repeats the determination in step S101.

[0048] In step S102, the ECU 2 determines whether or not the fuel cap 14 is in the open state. If the fuel cap 14 is in the open state (step S102 → Yes), the process of the ECU 2 proceeds to step S103. If the fuel cap 14 is in the closed state (step S102 → No), the ECU 2 then repeats the determination in step S102.

[0049] In step S103, the ECU 2 starts the discharge communication. That is, the ECU 2 reads the discharge communication information including the hydrogen pressure and / or the hydrogen temperature inside the hydrogen tank 8 from the storage section (not shown) and transmits the discharge communication information via the interface 19.

[0050] Next, in step S104, the ECU 2 determines whether or not the elapsed time period after the start of the output communication is greater than or equal to a predetermined time period t0. Here, the predetermined time period t0 is a predetermined value (for example, 60 minutes).

[0051] Fig. 3 is a diagram showing the time periods until the completion of the discharge of hydrogen into the hydrogen tank of the fuel cell vehicle and the frequencies of the respective time periods. The value of the remaining amount of hydrogen in the hydrogen tank 8 immediately before the supply of hydrogen to the fuel cell vehicle 100 varies from case to case. For example, even if a sufficient amount of hydrogen has been discharged into the hydrogen tank 8, hydrogen can be supplied from the hydrogen station 200 if a vehicle driver so determines. In this case, the discharge of hydrogen can be completed in a comparatively short time (for example, within the period t A : see Fig. 3) is over. On the other hand, when the hydrogen 8 is almost empty and only a small amount of hydrogen remains, it takes a comparatively long time (for example, t B ; see Fig. 3) until the release of hydrogen is complete.

[0052] Statistical data, as in Fig. 3 are obtained in advance, and the predetermined time period t0 described above (see Fig. 3) is set to cover most frequencies (e.g. greater than or equal to 99%; see range α in Fig. 3). The predetermined time period t0 is stored in the memory section of the ECU 2 (not shown).

[0053] With further reference to Fig. 2, the ECU 2 instructs the dispensing device 22 to stop dispensing hydrogen if it is determined in step S104 that the predetermined time period t0 has elapsed after the start of dispensing communication (step S104 → Yes). That is, the ECU 2 transmits a signal to the dispensing device 22 via the interface 19 and the communication link device 24, according to which the dispensing of hydrogen is to be stopped.

[0054] In step S105, it is also possible that the fuel cell vehicle 100 has been left at a location different from the hydrogen station 200 (for example, in a parking lot) in a state where the fuel cap 14 has been mistakenly left open. Even in such a case, in other words, regardless of whether or not the hydrogen discharge nozzle 23 is inserted into the hydrogen discharge inlet 17, it is assumed that the ECU 2 transmits an instruction to stop discharge to the interface 19. Incidentally, the instruction to stop discharge only requires the output of a predetermined signal. Since the instruction to stop discharge is transmitted from the ECU 2 to itself, the charge amount of the battery 4 is hardly affected.

[0055] Then, in step S106, the ECU 2 stops the discharge communication. After stopping the discharge communication, the ECU 2 stops supplying power to the pressure sensor 11 and the temperature sensor 12, and also stops receiving the pressure and temperature in the hydrogen tank 8.

[0056] In step S107, the ECU 2 flashes a warning lamp (not shown). The warning lamp is provided in a location where it can be seen by a vehicle driver from the driver's seat. The ECU 2 flashes the warning lamp to notify the driver that the fuel cap 14 has been left open.

[0057] Since the flashing of the warning lamp also requires power from the battery 4 (not shown here), the memory section of the ECU 2 (not shown) sets the warning lamp to flash only for a predetermined period of time. In this case, if the predetermined period of time has elapsed after the warning lamp starts flashing, the ECU 2 stops the flashing of the warning lamp. The same statement can be made regarding the flashing period of a warning lamp in the other embodiments described below.

[0058] Furthermore, the ECU 2 can inform the driver that the fuel cap 14 has been left open by means of a tone sounding together with the flashing of the warning lamp.

[0059] If it is determined in step S104 that the predetermined time period has not yet elapsed after the start of the discharge communication (step S104 → No), the process of the ECU 2 proceeds to step S108. In step S108, the ECU 2 determines whether or not the fuel lid 14 is in the closed state. If the fuel lid 14 is in the closed state in step S108 (step S108 → Yes), the process of the ECU 2 proceeds to step S109. If the fuel lid 14 is in the open state (step S108 → No), the process of the ECU 2 returns to step S104. In step S109, the ECU 2 stops the discharge communication.

[0060] With regard to the fuel cell vehicle 100, Fig. 2, the following conditions are assumed at END1. For example, a condition is assumed in which hydrogen has been supplied to the fuel cell vehicle 100 at the hydrogen station 200 to the maximum within the allowable range of the hydrogen tank 8 (full discharge) and the fuel cap 14 has been closed. Furthermore, a condition is assumed in which, when a predetermined amount of hydrogen has been discharged, the hydrogen discharge is stopped and the fuel cap 14 has been closed, even though the hydrogen has not been supplied to the maximum within the allowable range of the hydrogen tank 8. Furthermore, a condition is assumed in which, even though the fuel cap 14 has been opened once, no hydrogen is discharged during the predetermined time period t0 and the fuel cap 14 has been closed.

[0061] Accordingly, ENDE1 in Fig. 2 represents a case in which the process is terminated without the ECU 2 detecting an abnormality (the abnormality that the fuel cap 14 is in a state in which it has been left open for longer than the predetermined time t0).

[0062] On the other hand, regarding the fuel cell vehicle 100 at ENDE2, Fig. 2 assumes the following conditions. For example, assume a condition in which the fuel cell vehicle 100 is left at a location different from the hydrogen station 200 (for example, in a parking lot), with the fuel cap 14 mistakenly left open. Furthermore, assume a condition in which the fuel cap 14 itself is, for example, deteriorated or frozen, and the fuel cap 14 cannot be completely closed, for example, even if a vehicle driver attempts to close the fuel cap 14, and the fuel cap 14 therefore actually remains open.Furthermore, a state is assumed in which, when supplying hydrogen to the fuel cell vehicle 100 at the hydrogen station 200, hydrogen is not supplied due to the occurrence of a communication error with the dispensing device 22 even if the hydrogen dispensing nozzle 23 is inserted, and a certain time has elapsed without changing this situation.

[0063] Consequently, ENDE2 is in Fig. 2 a case in which the ECU 2 has detected an abnormality and notifies the driver of the abnormality by flashing the warning lamp (not shown) to terminate the process.

[0064] In the case of END2, when the driver is alerted by the flashing of the warning lamp that the fuel cap 14 has been left open for longer than the predetermined time t0, and the driver wishes to perform the hydrogen discharge again, the following steps can be taken.

[0065] For example, the driver turns the IG 10, which is in the OFF state at END2, to the ON state once and then turns the IG 10 back to the OFF state. In this case, the process of the ECU 2 returns to step S102 in Fig. 2. Or, for example, the driver closes the fuel cap 14, which is in the open state at END2, once and then opens the fuel cap 14 again. In this case, the process of the ECU 2 returns to step S103 in Fig. 2 back. Advantage of the first embodiment

[0066] Regarding the fuel cell vehicle 100 of the present embodiment, the ECU 2 (the discharge communication control section 2c) stops the discharge communication when a state in which the fuel cap 14 is open continues for longer than the predetermined time period t0. After the discharge communication is stopped, the charge amount of the battery 4 hardly drops even if the predetermined time period t0 has elapsed with the fuel cap 14 in the open state, since the discharge communication control section 2c does not consume power. That is, by not performing the discharge communication for longer than necessary, the charge amount (SOC) of the battery 4 is ensured, whereby discharge of the battery 4 can be prevented.

[0067] Furthermore, with respect to the fuel cell vehicle 100, after stopping the discharge communication, the ECU 2 stops supplying power to the pressure sensor 11 and the temperature sensor 12, and also stops obtaining the hydrogen pressure and temperature inside the hydrogen tank 8. Accordingly, even if the predetermined time t0 has elapsed in a state where the fuel cap 14 has been left open, the charge amount of the battery 4 hardly drops because the pressure sensor 11, the temperature sensor 12, and the like stop consuming power. That is, by not performing the discharge communication longer than necessary, the charge amount (SOC) of the battery 4 can be ensured, and discharge of the battery 4 can be prevented.

[0068] Furthermore, with respect to the fuel cell vehicle 100, the permissible time period t0 for performing the output communication is set to cover most of the Fig. 3 (for example, greater than or equal to 99%; see area a). Accordingly, in the case of normal hydrogen discharge, a sufficient amount of hydrogen can be discharged into the hydrogen tank 8. Second embodiment

[0069] Since the configuration of a fuel cell vehicle 100 of a second embodiment of the invention is Fig. 1, the description of the corresponding elements of the fuel cell vehicle 100 will be omitted. Furthermore, in the description of the operation of the fuel cell vehicle 100, the description of the operation of sub-processes similar to those in the first embodiment with reference to Fig. 2 are similar, shortened or omitted.

[0070] The first embodiment and the second embodiment differ in that, while the period t0 for continuously performing the discharge communication is set in advance in the first embodiment, a period of the discharge communication in the second embodiment is determined based on the voltage of the battery 4 at the time of opening the fuel cap 14. Operation of the fuel cell vehicle of the second embodiment

[0071] Fig. 4 is a flowchart showing the flow of a process of output communication by the fuel cell vehicle of the second embodiment of the present invention.

[0072] Since the processes of steps S201 and S202 described in Fig. 4 are similar to those of steps S101 and S102 shown in Fig. 2, the description of these processes is omitted. If in step S202 of Fig. 4 that the fuel cap 14 is in the open state (step S202 → Yes), the process of the ECU 2 proceeds to step S203. In step S203, the ECU 2 determines, based on the voltage value of the battery 4, a time period for performing the discharge communication (hereinafter referred to as a discharge communication time period t G designated).

[0073] Fig. Figure 5A is a graph showing the relationship between the battery voltage and the output communication time of the fuel cell vehicle. The horizontal axis in Fig. 5A shows the voltage of the battery 4 at a time when the fuel cap 14 is opened (in other words, at a time when the ECU 2 receives an opening signal from the fuel cap open / close sensor 16). The vertical axis represents the output communication period t. G which corresponds to the voltage of battery 4. As shown in Fig. As shown in FIG. 5A, the discharge communication is performed if the voltage of the battery 4 at the time the fuel cap 14 is opened is greater than or equal to a predetermined voltage V0 (for example, V2, V3), and the discharge communication is not performed if the voltage of the battery 4 is less than a predetermined voltage V0 (for example, V1). That is, the voltage V0 is a threshold value as a determination reference for preventing discharge of the battery 4, and it is a predetermined value. The voltage V0 is higher than a threshold voltage at which the battery 4 discharges or not by a predetermined voltage difference.

[0074] Fig. Figure 5B is a diagram showing the ON / OFF states of the output communication at respective battery voltages. As shown in Fig. As shown in Fig. 5B, the ECU 2 performs the output communication for a period (t2, t3) corresponding to the voltage (V2, V3) of the battery 4, which voltage (V2, V3) is given at a time when the fuel cap 14 is opened. If the voltage of the battery 4 is V1 as described above (see Fig. 5A), the ECU 2 does not perform the output communication.

[0075] Fig. Figure 5C is a graph showing the change in battery voltage with respect to the elapsed time after the start of the delivery communication. Fig. 5C, the graph shown by a solid line represents a case where the voltage of the battery 4 at the time the fuel cap 14 is opened is V3. Similarly, the graph shown by a chain line represents the case where the voltage of the battery 4 at the time the fuel cap 14 is opened is V2, and the graph shown by a dotted line represents the case where the voltage of the battery 4 is V1.

[0076] As in Fig. As shown in Figure 5C, the voltage of the battery 4 drops over time after the start of the discharge communication and drops to the above-described voltage threshold V0 during a predetermined period of time (t2, t3). The higher the voltage (V2 < V3) of the battery 4 at the time the fuel cap 14 is opened, the more time (t2 < t3) passes until the voltage reaches the voltage threshold V0.

[0077] As in the Fig. 5A and Fig. 5B, accordingly, a setting is made in advance in the ECU 2 that the output communication period t G(t2 < t3) is the longer, the higher the voltage (V2 < V3) of the battery 4 is at a time when the fuel cap 14 is opened. This information was obtained experimentally in advance and is stored in the not-shown memory section of the ECU 2. Upon receiving an opening signal from the fuel cap open / close sensor 16, the ECU 2 determines, based on the information stored in the above-described memory section and as shown in Fig. 5A shows a delivery communication period t G .

[0078] With further reference to Fig. 4, the ECU 2 starts the output communication in step S204. Then, the ECU 2 determines in step S205 whether or not the output communication period t G after the start of the delivery communication has expired. If the delivery communication period t Gafter the start of the output communication has elapsed (step S205 → Yes), the process of the ECU 2 proceeds to step S206. If the output communication time period t G after the start of the delivery communication has not elapsed (step S205 → No), the process of the ECU 2 proceeds to step S209.

[0079] Since the Fig. 4 shown process from S206 to S210 is similar to that in Fig. 2, the description of the process from S105 to S109 is omitted. Advantage of the second embodiment

[0080] Regarding the fuel cell vehicle 100 of the present embodiment, the voltage of the battery 4 is detected at a time point at which the fuel lid 14 is opened, and based on the voltage, a period of performing the discharge communication (the discharge communication period t G). The higher the voltage of the battery 4 described above, the longer the output communication period t G and a predetermined voltage threshold V0 is ensured as the voltage of the battery 4 at a time point at which the output communication period t G has expired. This means that with respect to the fuel cell vehicle 100, it is possible to discharge hydrogen for a maximum allowable period of time corresponding to the voltage of the battery 4 at the time the fuel cap 14 is opened. Furthermore, by not performing the discharge communication longer than necessary, the state of charge (SOC) of the battery 4 can be ensured. Third embodiment

[0081] Since the configuration of a fuel cell vehicle 100 of a third embodiment of the invention is Fig. 1, the description of the corresponding elements of the fuel cell vehicle 100 is omitted.

[0082] In addition to the feature of the second embodiment according to which a delivery communication period t G Based on the voltage of the battery 4 at the time the fuel cap 14 is opened, the present embodiment has a feature of performing a process in which a discharge communication period is extended in a specific case. Accordingly, regarding the operation of the fuel cell vehicle 100 of the present invention, the description of part of the execution of processes similar to those in the second embodiment will be omitted. Operation of the fuel cell vehicle of the third embodiment

[0083] Fig. 6 is a flowchart showing the flow of the process of output communication by a fuel cell vehicle of the third embodiment of the present invention.

[0084] Since the Fig. 6 shown process from S301 to S305 is similar to that in Fig. 4, the description of the process from S301 to S305 is omitted. In step S305 of Fig. 6 the process of the ECU 2, if a using Fig. 5 delivery communication period t described above Gafter the start of the discharge communication has elapsed (step S305 → Yes), proceeds to step S306. In step S306, the ECU 2 determines whether or not the hydrogen pressure inside the hydrogen tank 8 is currently rising. This determination can be made, for example, depending on whether or not the hydrogen pressure inside the hydrogen tank 8 has risen by a pressure greater than or equal to 0.5 MPa within 10 seconds from the time (reference time) at which the discharge communication period t G has expired after the start of the delivery communication.

[0085] Here, the determination of step S306 may be made, for example, depending on whether or not the hydrogen pressure inside the hydrogen tank 8 has increased by a pressure greater than or equal to 5 MPa in the past 3 minutes, counting from the time point (reference time point) at which the discharge communication period t G after the start of the discharge communication. That is, in this case, the ECU 2 determines whether or not there is a history of an increase in the hydrogen pressure inside the hydrogen tank 8.

[0086] If the hydrogen pressure inside the hydrogen tank 8 is currently rising (step S306 → Yes), the process of the ECU 2 proceeds to step S307. However, if the hydrogen pressure inside the hydrogen tank 8 is not currently rising (step S306 → No), the process of the ECU 2 proceeds to step S310.

[0087] In step S307, the ECU 2 calculates an output communication period t E based on the rate of increase of the hydrogen pressure of the hydrogen discharged into the hydrogen tank 8. Here, the discharge communication period t E to a period of time in which the delivery communication is continued, the period of time being counted from the time (as a reference time) at which the delivery communication period t calculated in step S303 G has expired after the start of the delivery communication.

[0088] Fig. Figure 7A is a graph showing the change in pressure in the hydrogen tank with respect to the time period of hydrogen discharge into the hydrogen tank of the fuel cell vehicle. Fig. 7A shows data of a case in which hydrogen discharge was normally performed from an empty state of the hydrogen tank 8.

[0089] Using the following expression 3, the ECU 2 calculates an output communication period t E [min]. In expression 3, P e [MPa] represents the hydrogen pressure inside the hydrogen tank 8 at the time of termination of discharge, which hydrogen pressure was obtained experimentally in advance and stored in the storage section (not shown) of the ECU 2. P n [MPa] represents the hydrogen pressure inside the hydrogen tank 8 at the current time (in other words, at the time at which the ECU 2 receives information from the pressure sensor 11), whereas P m [MPa] represents the hydrogen pressure inside the hydrogen tank 8 at a time which is a predetermined time period t C was earlier than the present time, where t α [min] (not shown) represents a predetermined time period difference.

[0090] The predetermined time period t Cis a predefined value, which can be set to 1 minute, for example. The time span difference t0 [min] is also a predefined value, which can be set to 3 minutes, for example. tE=tC(Pe−Pn) / (Pn−Pm)+tα

[0091] In Fig. 7A is in a case where the pressure at the present time t n P n and the pressure at time t m , which is delayed by the predetermined time period t c is earlier than time t n , P m is, the value t C (P e - P n ) / (P n - P m ) in the above expression 3 is equal to the Fig. Time period t shown in Figure 7A D This means that it is about the time period t β takes longer to complete the submission.

[0092] The larger the gradient of a Fig. 7A at the current time t n is, the larger the above value t β . Accordingly, the time span difference t α in expression 3 to the value of the time period t β which is taken when from the present time t n is assumed to represent the point at which the gradient of the Fig. 7a is maximal.

[0093] Furthermore, when delivering hydrogen, it is not always necessary to fill the hydrogen up to the maximum limit (see P e in Fig. 7A) of the permissible range of the hydrogen tank 8, and the value of the time period difference t α be suitably set to be shorter than a value calculated by the method described above. Furthermore, the delivery communication extension period t Ebe set to the value of the predetermined time period t0, which is determined with reference to Fig. 3 has been described in the first embodiment.

[0094] In the present embodiment, the delivery communication is carried out in the longest case during the delivery communication period t G plus the delivery communication extension period t E '. Taking this point into account, the delivery communication period t previously calculated in step S303 is G preferably set to be shorter by a predetermined period of time.

[0095] With further reference to Fig. 6, the ECU 2 determines in step S308 whether or not the fuel lid 14 is in the closed state. If the fuel lid 14 is in the closed state (step S308 → Yes), the process of the ECU 2 proceeds to step S314. Conversely, if the fuel lid 14 is in the open state (step S308 → No), the process of the ECU 2 proceeds to step S309. In step S309, the ECU 2 determines whether or not the extended elapsed time is greater than or equal to the discharge communication extension time t. E Here, the 'extended elapsed time' is counted from the reference time (time zero) when the delivery communication time t calculated in step S303 G after the start of the delivery communication. If the extended elapsed time is greater than or equal to the delivery communication extension period t E(step S309 → Yes), the process of the ECU 2 proceeds to step S310. On the other hand, if the extended elapsed time is shorter than the output communication extension time t E (Step S309 → No), the process of the ECU 2 returns to step S308.

[0096] The description of the process of steps S310 to S314 is omitted because this process is similar to that in Fig. 4 shown process of steps S206 to S210.

[0097] In the above description, in step S306 of Fig. 6 determines whether or not the hydrogen pressure inside the hydrogen tank 8 is currently rising, however, it may also be determined whether or not the hydrogen temperature is rising. This is possible, for example, by determining whether or not the hydrogen temperature inside the hydrogen tank 8 has risen by 1°C or more within 10 seconds from the time (as a reference time) at which the discharge communication period t G has expired after the start of the delivery communication.

[0098] On the other hand, the ECU 2 may make the determination in step S306, for example, depending on whether or not the hydrogen temperature inside the hydrogen tank 8 has risen by 10°C or more in the past 3 minutes, counting from the time (as a reference time) at which the discharge communication period t Ghas expired after the start of the delivery communication.

[0099] As a method for calculating the delivery communication extension period t E can be in step S307 of Fig. 6 In addition to a method of calculating based on a hydrogen pressure input from the pressure sensor 11 of the hydrogen tank 8, a method of calculating based on a hydrogen temperature input from the temperature sensor 12 of the hydrogen tank 8 may also be considered.

[0100] Fig. 7B is a graph showing the change in temperature of hydrogen gas in the hydrogen tank with respect to the time period of discharge of hydrogen into the hydrogen tank of the fuel cell vehicle. Fig. 7B shows data of a case in which hydrogen discharge was normally performed from an empty state of the hydrogen tank 8.

[0101] When the hydrogen temperature in the hydrogen tank 8 is used, the discharge communication extension period t E [min] using Expression 4 described below. In Expression 4, T e [°C] represents a hydrogen temperature in the hydrogen tank 8 at a time when the discharge is terminated, this hydrogen temperature having been obtained experimentally in advance. T n [°C] represents a hydrogen temperature in the hydrogen tank 8 at the current time (at a time when the ECU 2 receives a hydrogen temperature from the temperature sensor 12). T m [°C] represents the hydrogen temperature in the hydrogen tank 8 at a time which is the predetermined time period t C earlier than the present time. The time period t (not shown) α [min] represents a predetermined time span difference.

[0102] The predetermined time period tC is a predetermined value and can, for example, be set to 1 minute. The time period difference t α is also a predetermined value and can be set to 3 minutes, for example. tE=tC(Te−Tn) / (Tn−Tm)+tα

[0103] Setting the time span difference t α and the like is similar to that mentioned above, and therefore a description is omitted. Advantage of the third embodiment

[0104] Regarding the fuel cell vehicle 100 of the present embodiment, in a case where the predetermined discharge communication time period has elapsed while the fuel cap 14 remains in the open state due to, for example, the current hydrogen supply at the hydrogen station 200, the discharge communication can be continuously performed by delaying the discharge communication by a predetermined time period t EThis means that the delivery communication can be carried out continuously even if hydrogen is currently being supplied (or a hydrogen delivery history exists). By extending the delivery communication period t G taking into account the continuous extension of the hydrogen delivery after the delivery communication period t G is set, the hydrogen can be released for the maximum permissible time limit depending on the voltage of the battery 4. Fourth embodiment

[0105] Since the configuration of a fuel cell vehicle 100 of a fourth embodiment according to the invention of the Fig. 1, the description of the corresponding elements of the fuel cell vehicle 100 will be omitted. Also, in the description of the operation of the fuel cell vehicle 100, the description of the operation of sub-processes similar to those in the first embodiment with reference to Fig. 2 are similar, shortened or omitted.

[0106] The fourth embodiment differs from the first embodiment in that the ECU 2 (the output communication control section 2c) monitors the voltage of the battery 4 and stops the output communication if the voltage becomes less than or equal to a predetermined voltage. Operation of the fuel cell vehicle of the fourth embodiment

[0107] Fig. 8 is a flowchart showing the flow of the process of output communication by a fuel cell vehicle of a fourth embodiment according to the present invention.

[0108] Since the processes of steps S401 and S402 described in Fig. 8 are similar to those of steps S101 and S102 shown in Fig. 2, the description of these processes is omitted. If in step S402 of Fig. 8 that the fuel cap 14 is in the open state (step S402 → Yes), the process of the ECU 2 proceeds to step S403. In step S403, the ECU 2 starts the output communication. In step S404, the ECU 2 determines whether or not the voltage of the battery 4 is less than or equal to a predetermined voltage V0.

[0109] Fig. 9A is a graph showing the change in battery voltage with respect to the elapsed time from the start of the output communication for the fuel cell vehicle of the fourth embodiment of the present invention. As shown in Fig. As shown in Fig. 9A, the voltage of the battery 4 at the time (t = 0) when the fuel cap 14 is opened is a voltage represented by V1. As time elapses after the start of discharge communication by the ECU 2, the voltage of the battery 4 gradually drops. The ECU 2 monitors the voltage of the battery 4 at intervals of predetermined times, and the ECU 2 determines whether or not the voltage of the battery 4 becomes less than or equal to the predetermined voltage V0. That is, the voltage V0 is a threshold value as a determination criterion for preventing discharge of the battery 4. Here, the voltage V0 is set to a value different from a limit voltage at which the battery 4 discharges or not by a predetermined voltage.

[0110] Fig. Figure 9B is a diagram showing the ON / OFF states of the output communication at respective battery voltages. As shown in Fig. 9B, the ECU 2 is configured to perform the output communication until a time t1 at which the voltage of the battery 4 has dropped to the predetermined voltage V0 (or less than V0), and then stop the output communication.

[0111] If the voltage of battery 4, again referring to Fig. 8 in step S404 is less than or equal to the predetermined voltage V0 (step S404 → Yes), the process of the ECU 2 proceeds to step S405. Fig. The process of steps S405 to S407 shown in Fig. 8 is similar to that shown in Fig. 2 shown process of steps S105 to S107.

[0112] On the other hand, if the voltage of the battery 4 is greater than the predetermined voltage V0 (step S404 → No), the process of the ECU 2 proceeds to step S408. In step S408, the ECU 2 determines whether or not a predetermined time period t0 has elapsed after the start of the output communication. The predetermined time period t0 is similar to that described with reference to Fig. 3 has been described in the first embodiment.

[0113] If a time period greater than or equal to the predetermined time period t0 has elapsed after the start of the discharge communication (step S408 → Yes), the process of the ECU 2 proceeds to step S405. On the other hand, if the predetermined time period t0 has not yet elapsed after the start of the discharge communication (step S408 → No), the process of the ECU 2 proceeds to step S409. In step S409, the ECU 2 determines whether or not the fuel lid 14 is in the closed state. If the fuel lid 14 is in the closed state (step S409 → Yes), the ECU 2 stops the discharge communication (step S410). On the other hand, if the fuel lid 14 is in the open state (step S409 → No), the process of the ECU 2 returns to step S404. Advantage of the fourth embodiment

[0114] Regarding the fuel cell vehicle 100 of the present embodiment, the ECU 2 monitors the voltage of the battery 4, and if the voltage of the battery 4 has become less than or equal to the predetermined voltage V0, the ECU 2 stops the discharge communication regardless of the time elapsed since the start of the discharge communication. Accordingly, a necessary state of charge (SOC) of the battery 4 can be ensured. Furthermore, if the open state of the fuel cap 14 has elapsed for the predetermined time t0 or longer, the ECU 2 stops the discharge communication even if the charge amount of the battery 4 is higher than the predetermined voltage V0. Accordingly, battery discharge, which might be caused by continuously performing the discharge communication for a long period of time, can also be prevented. Fifth embodiment

[0115] Since the configuration of a fuel cell vehicle 100 of a fifth embodiment according to the invention of the Fig. 1, the description of the corresponding elements of the fuel cell vehicle 100 is omitted.

[0116] In addition to the feature of the fourth embodiment in which the ECU 2 (the output communication control section 2c) monitors the voltage of the battery 4 and the ECU 2 stops the output communication if the voltage becomes less than or equal to a predetermined voltage, the present embodiment has a feature in which, in a specific case, a process is performed in which an output communication period is extended. Accordingly, regarding the operation of the fuel cell vehicle 100 of the present invention, the description of the execution of sub-processes similar to those in the fourth embodiment will be omitted.

[0117] Furthermore, regarding the extension of the delivery communication period, the description of points that are the same as the description of the third embodiment will be shortened or omitted. Operation of the fuel cell vehicle of the fifth embodiment

[0118] Fig. 10 is a flowchart showing the flow of the process of output communication by the fuel cell vehicle of a fifth embodiment according to the present invention.

[0119] Since the processes of steps S501 to S503 shown in Fig. 10 are similar to those of steps S401 to S403 shown in Fig. 8, the description of these processes is omitted. In step S504 of Fig. 10, the ECU 2 determines whether or not the voltage of the battery 4 is less than or equal to the predetermined voltage V0. If the voltage of the battery 4 is less than or equal to the predetermined voltage V0 (step S504 → Yes), the process of the ECU 2 proceeds to step S511. Conversely, if the voltage of the battery 4 is greater than the predetermined voltage V0 (step S504 → No), the process of the ECU 2 proceeds to step S505.

[0120] If in step S505 the information relating to Fig. 3, the predetermined time period t0 described above has elapsed after the start of the output communication (step S505 → Yes), the process of the ECU 2 proceeds to step S506. On the other hand, if the predetermined time period t0 has not yet elapsed after the start of the output communication (step S505 → No), the process of the ECU 2 proceeds to step S514.

[0121] In step S506, as described above, the ECU 2 determines whether or not the hydrogen pressure (or hydrogen temperature) inside the hydrogen tank 8 is currently rising. If the hydrogen pressure inside the hydrogen tank 8 is currently rising (step S506 → Yes), the process of the ECU 2 proceeds to step S507. Conversely, if the hydrogen pressure inside the hydrogen tank 8 is not rising (step S506 → No), the process of the ECU 2 proceeds to step S511.

[0122] In step S507, the ECU 2 then calculates, as described above, an output communication extension period t EThen, in step S508, the ECU 2 determines whether or not the fuel cap 14 is in the closed state. If the fuel cap 14 is in the closed state (step S508 → Yes), the process of the ECU 2 proceeds to step S515. Conversely, if the fuel cap 14 is in the open state (step S508 → No), the process of the ECU 2 proceeds to step S509.

[0123] In step S509, the ECU 2 determines whether or not the voltage of the battery 4 is less than or equal to the predetermined voltage V0. If the voltage of the battery 4 is less than or equal to the predetermined voltage V0 (step S509 → Yes), the process of the ECU 2 proceeds to step S511. Conversely, if the voltage of the battery 4 is greater than the predetermined voltage V0 (step S509 → No), the process of the ECU 2 proceeds to step S510.

[0124] In step S510, the ECU 2 determines whether or not the extended elapsed time is greater than or equal to the output communication extension time t E If the extended elapsed time is greater than or equal to the delivery communication extension time t E (step S510 → Yes), the process of the ECU 2 proceeds to step S511. On the other hand, if the extended elapsed time is less than the output communication extension time t E (Step S510 → No), the process of the ECU 2 returns to step S508.

[0125] The Fig. The process of steps S511 to S513 shown in Fig. 10 is similar to that shown in Fig. 8 shown process of steps S405 to S407. The Fig. The process of steps S514 and S515 shown in Fig. 10 is similar to that shown in Fig. 8 shown process of steps S409 and S410. Advantage of the fifth embodiment

[0126] Regarding the fuel cell vehicle 100 of the present embodiment, even if a predetermined period of time has elapsed while the fuel cap 14 remains in the open state due to, for example, the current hydrogen supply at the hydrogen station 200, the discharge communication can be continuously performed by delaying the discharge communication by the predetermined period of time t E is extended. Accordingly, the delivery communication can be carried out continuously even if hydrogen is currently being supplied (or a hydrogen delivery history exists).

[0127] Furthermore, with respect to the fuel cell vehicle 100 of the present embodiment, the ECU 2 monitors the voltage of the battery 4. If the voltage of the battery 4 becomes less than or equal to the predetermined voltage V0, the ECU 2 stops the output communication regardless of the time elapsed since the start of the output communication. Accordingly, a necessary state of charge (SOC) of the battery 4 can be ensured. Modified example

[0128] Fuel cell vehicles 100 according to the present invention have been described in detail in the respective examples.

[0129] Although the fuel cap opener 15 and the fuel cap open / close sensor 16, which are Fig. 1 are arranged individually, they can also be designed to be integrated with one another, for example.

[0130] In a case where the ECU 2 is in accordance with the Fig. 6 or in Fig. 10 that hydrogen is currently being discharged (or a hydrogen discharge history exists), further described are cases according to which the discharge communication is extended by the discharge communication extension period t E However, the invention is not limited to this. This means, for example, that in the case of the first embodiment (the flowchart of Fig. 2), in which the delivery communication is stopped when the predetermined time period t0 has elapsed after a start of the delivery communication, in a specific case, as described above, a process may be added according to which the delivery communication is extended by the delivery communication extension period t E is extended.

[0131] Furthermore, an example has been described in which it is determined whether or not hydrogen is currently being discharged into the hydrogen tank 8 (see step S306 in Fig. 6 and step S506 in Fig. 10), using a hydrogen pressure detected by the pressure sensor 11 (or a hydrogen temperature detected by the temperature sensor 12). However, the invention is not limited to this. That is, by combining the amounts of increase in the hydrogen pressure detected by the pressure sensor 11 and the hydrogen temperature detected by the temperature sensor 12, it can be determined whether or not hydrogen is currently being discharged into the hydrogen tank 8 (or whether a hydrogen discharge history exists).

[0132] Furthermore, a sensor may be provided to detect that the hydrogen discharge nozzle 23 is inserted into the hydrogen discharge inlet 17 of the Fig. 1. In this case, the ECU 2 may start the discharge communication if the fuel cap 14 is open and this sensor detects that the hydrogen discharge nozzle 23 has been inserted into the hydrogen discharge inlet 17. Furthermore, the ECU 2 may immediately stop the discharge communication if this sensor detects that the hydrogen discharge nozzle 23 has been removed from the hydrogen discharge inlet 17.

[0133] And although with reference to Fig.While Figure 1 describes a case where the fuel cell vehicle 100 was supplied with hydrogen at the hydrogen station 200, the invention is not limited to this and can be applied to a device that uses fuel gas supplied from outside. For example, the invention is applicable to a case where hydrogen is supplied from a tanker vehicle having a hydrogen tank mounted thereon to a hydrogen tank located in a factory or the like.

[0134] In addition to fuel cell vehicles such as quadricycles, motorcycles, and the like, the invention is also applicable to various mobile fuel cell bodies (e.g., a ship or a spacecraft that use fuel gas). The invention is also applicable to a hydrogen vehicle having a hydrogen engine.

[0135] And although a case in which hydrogen is used as the fuel gas has been described above, the invention can also be applied to a case in which natural gas or the like is used as the fuel gas.

[0136] A fuel gas-using device is provided which ensures a charge amount of a battery.The device includes a battery, a fuel gas storage unit, a fuel cap, an open / closed detection unit for detecting an open / closed state of the fuel cap, a fuel gas condition detection unit for detecting a pressure and / or a temperature which are a condition of fuel gas stored in the fuel gas storage unit, a communication unit for communicating with a fuel gas supply device, and a control unit for performing output communication, upon receiving a signal from the open / closed detection unit notifying that the fuel cap is in the open state, to notify the fuel gas condition inputted from the fuel gas condition detection unit to the fuel gas supply device via the communication unit.The control unit stops the discharge communication when the control unit has determined, according to the signal received from the open / closed detection unit, that a predetermined period of time has elapsed with the fuel cap remaining in the open state after the start of the discharge communication.

Claims

[1] An apparatus (100) using fuel gas supplied from an external fuel gas supply device (200), comprising: a battery (4) for supplying power to a device(s) of the device (100); a fuel gas storage unit (8) for storing fuel gas supplied from the fuel gas supply device (200); a fuel cover (14) for covering a supply inlet to which fuel gas is supplied from the fuel gas supply device (200); a fuel cap state detecting means (16) for detecting an open / closed state of the fuel cap (14); a fuel gas condition detecting means (11, 12) for detecting a fuel gas condition, namely a pressure and / or a temperature of fuel gas stored in the fuel gas storage unit (8); a communication implementation means (19) for performing communication with the fuel gas supply device (200); and a control means (2) for controlling, after receiving a signal from the fuel cap state detection means (16) that the fuel cap (14) is in an open state, an output communication using power supplied from the battery (4) to transmit the fuel gas state obtained from the fuel gas state detection means (11, 12) to the fuel gas supply device (200) via the communication implementation means (19), characterized bythat the control means (2) continues or stops the discharge communication depending on the determination of whether the fuel gas is supplied to the fuel gas storage unit (8) or not, based on the input signal from the fuel gas state detection means (11, 12), after the control means (2) has determined according to a signal received from the fuel cap state detection means (16) that a predetermined period of time (t G ) has expired and the fuel cap (14) has remained open. [2] Device (100) according to claim 1, further comprising: a charge state detection means (20) for detecting a charge state of the battery (4), wherein the control means (2) upon receipt of a signal from the fuel cap state detection means (16) indicating that the fuel cap (14) is in the open state, sets the predetermined time period (t G) which corresponds to a voltage of the battery (4) detected by the charge state detection means (20). [3] Device (100) according to claim 2, wherein the control means (2) are set such that the higher the voltage of the battery (4) detected by the state of charge detection means (20), the longer the predetermined period of time. [4] Device (100) according to claim 1, further comprising: a charge state detection means (20) for detecting a charge state of the battery (4), wherein the control means (2) stops the output communication when the voltage of the battery (4) detected by the state of charge detection means (20) is less than or equal to a predetermined voltage (V0). [5] The device (100) according to claim 1, wherein the control means (2) continues the output communication for a predetermined extension period (tε) when the control means (2) has determined according to a signal received from the fuel gas state detection means (11, 12) that fuel gas is supplied to the fuel gas storage unit (8) from a reference time or that fuel gas has been supplied to the fuel gas storage unit (8) within an elapsed time from the reference time, the reference time being a time at which the predetermined time (t G ) has elapsed after the start of the delivery communication and the fuel cap (14) has remained in the open state. [6] The device (100) according to claim 1, wherein, after the start of the delivery communication, the predetermined time period (t G) has expired and the fuel lid (14) has remained in the open state, an instruction to stop the fuel dispensing is issued, the dispensing communication is stopped and a warning is issued. [7] Device (100) according to claim 1, wherein the control means (2): the output communication starts when an ignition switch (10) is turned off after the ignition switch (10) has been turned on, determines the time elapsed since the start of the delivery communication, a delivery communication extension period (t E ) is calculated, and the discharge communication stops when the control means (2) has determined, according to the signal received from the fuel cap state detection means (16), that the discharge communication period (t G) and the discharge communication extension period (tε) have elapsed when the fuel lid (14) remains in the open state after the discharge communication has been started.

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