FUEL CELL VEHICLE AND METHOD FOR CONTROLLING THEREOF

Abstract

Fuel cell vehicle (1) with: a motor (5) that generates a driving force for the fuel cell vehicle (1); a fuel cell (12) that supplies the engine (5) with electric power generated using hydrogen as fuel; a power storage device (32) that supplies the motor (1) with electric power stored in the power storage device (32); a display (7); and a control device (100) which controls the display (7), wherein the fuel cell vehicle (1) has a first driving mode, a second driving mode and a third driving mode, wherein in the first driving mode, the power generation by the fuel cell (12) is stopped, the hydrogen is not consumed and the motor (5) is supplied with electrical power from the power storage device (32), in the second driving mode, an electric current supplied to the motor (5) by the fuel cell (12) is greater than an electric current supplied to the motor (5) by the power storage device (32), in the third driving mode, an electric current supplied by the power storage device (32) to the motor (5) is greater than an electric current supplied by the fuel cell (12) to the motor (5), the control device (100) controls the display (7) in the first driving mode such that the display (7) displays a current electrical efficiency of the fuel cell vehicle (1) and does not display a current fuel efficiency of the fuel cell vehicle (1), the control device (100) controls the display (7) in the second driving mode so that the display (7) displays the current fuel efficiency of the fuel cell vehicle (1) and does not display the current electrical efficiency of the fuel cell vehicle (1), and in the third driving mode, the control device (100) controls the display (7) such that the display (7) shows both the current electrical efficiency of the fuel cell vehicle (1) and the current fuel efficiency of the fuel cell vehicle (1).

Description

BACKGROUND area

[0001] The present disclosure relates to a fuel cell vehicle and a method for controlling the same, in particular to a fuel cell vehicle having a fuel cell and power storage device mounted therein, and to a method for controlling the same. Explanation of the state of the art

[0002] With growing environmental awareness in recent years, a fuel cell vehicle (FCV) is being developed, as disclosed in WO 2011 / 004 493 A1. Short explanation

[0003] Generally, various information is displayed on a vehicle's dashboard. For example, gasoline-powered vehicles display fuel efficiency information, while electric vehicles display electric efficiency information. Specifically, fuel cell vehicles are expected to display "instantaneous fuel efficiency" and "instantaneous electric power efficiency," or "instantaneous electric efficiency" for short, on the dashboard. A driver can be aware of the vehicle's environmental impact by viewing the instantaneous fuel efficiency and instantaneous electric efficiency indicators while driving the fuel cell vehicle.

[0004] “Instantaneous fuel efficiency” refers to fuel efficiency during a predetermined short time. The short time is a period of time sufficiently short to allow the displayed fuel efficiency value to change from time to time in response to a driving situation (such as accelerator pedal operation) of the fuel cell vehicle, for example, about a few seconds. Fuel efficiency in a fuel cell vehicle is a travel distance per unit weight of hydrogen fuel and is expressed in [km / kg]. Similarly, “instantaneous electrical efficiency” refers to an efficiency or efficiency of electrical energy during a short time (about a few seconds). Electrical energy efficiency is a travel distance per unit of electrical energy and is expressed in [km / kWh].However, the unit of electrical energy efficiency can also be the inverse of the above, i.e., the amount of electrical energy consumed per unit of distance traveled [kWh / km]. US 2016 0 272 220 A1 and JP 2010 279 124 A disclose various embodiments of control devices or vehicle systems and methods for detecting multiple driving modes and for displaying operating parameters in the respective vehicle of a hybrid drive vehicle.

[0005] Fuel cell vehicles have several driving modes. These driving modes can include "EV mode" or electric driving mode, "FC mode" or fuel cell driving mode, and "FC-EV mode". In EV mode, power generation by fuel cells is stopped and the motor is powered by electrical energy from a battery. In FC mode, electrical energy is mainly supplied by a fuel cell, i.e., the electrical energy supplied by the fuel cell to the motor is greater than the electrical energy supplied by the battery to the motor. In FC-EV mode, electrical energy is mainly supplied by the battery, i.e., the electrical energy supplied by the battery to the motor is greater than the electrical energy supplied by the fuel cell to the motor.

[0006] The inventor focuses on the fact that, depending on the driving mode of the fuel cell vehicle, it is difficult for the driver to correctly understand what is meant by the instantaneous fuel efficiency and / or the instantaneous electric efficiency when the instantaneous fuel efficiency and the instantaneous electric efficiency are displayed on the dashboard. The goal is to improve usability by providing information that is easy for the driver to understand.

[0007] The present disclosure is intended to achieve the above-mentioned object, and an object of the present disclosure is to improve user experience in terms of fuel efficiency and electric efficiency in the fuel cell vehicle. (1) A fuel cell vehicle according to a particular aspect of the present disclosure comprises the features recited in claim 1.

[0008] If the instantaneous fuel efficiency is displayed in the first driving mode, in which power generation by the fuel cell is stopped, the instantaneous fuel efficiency may be too high because hydrogen fuel is not consumed in the first driving mode. Conversely, if the instantaneous electrical efficiency is displayed in the second driving mode, in which the fuel cell is the primary power source, the instantaneous electrical efficiency may be too high because the electrical energy stored in the power storage unit can hardly be consumed in the second driving mode. Accordingly, in the configuration described in (1) above, only the instantaneous electrical efficiency is displayed on the display in the first driving mode, and only the instantaneous fuel efficiency is displayed in the second driving mode.This can prevent situations where an excessively high value is displayed as the instantaneous fuel efficiency in the first driving mode and / or an excessively high value is displayed as the instantaneous electric efficiency in the second driving mode. With the structure explained in (1) above, the usability in terms of fuel efficiency and electric efficiency can be improved.

[0009] (2) The fuel cell vehicle further includes a third driving mode in which an electric energy or electric current supplied from the power storage device to the motor is greater than an electric current supplied from the fuel cell to the motor. In the third driving mode, the control device controls the display so that the display displays the current electric efficiency of the fuel cell vehicle and does not display the current fuel efficiency of the fuel cell vehicle.

[0010] In the third driving mode, an electric current supplied from the power storage device to the motor is larger than an electric current supplied from the fuel cell to the motor (the electric current supplied from the power storage device is consumed preferentially to the electric current supplied from the fuel cell). For this reason, only the instantaneous electric efficiency is displayed on the display in the third driving mode. This can prevent a situation where an excessively large value is displayed as the instantaneous fuel efficiency in the third driving mode. Accordingly, according to the configuration described in (2) above, usability in terms of fuel efficiency and electric efficiency can be improved.

[0011] (3) The fuel cell vehicle further includes a third driving mode (FC-EV mode) in which an electric current supplied from the power storage device to the motor is greater than an electric current supplied from the fuel cell to the motor. In the third driving mode, the control device controls the display so that the display shows both the instantaneous fuel efficiency and the instantaneous electric energy efficiency of the fuel cell vehicle.

[0012] A typical fuel cell vehicle includes an electricity storage device whose capacity is significantly smaller (e.g., a fraction to several tenths) than the amount of electric power that can be generated by the fuel cell. Therefore, a situation is likely to occur where the electric power consumed by the fuel cell is consumed to a certain extent. Accordingly, in addition to the instantaneous electric efficiency of the fuel cell, the instantaneous fuel efficiency information can also be displayed, which is consistent with the fuel cell's electric power consumption. In this way, according to the structure described in (3), the driver can know not only the instantaneous electric efficiency but also the instantaneous fuel efficiency, thereby increasing the driver's awareness of the vehicle's environmental impact.

[0013] (4) The control device controls the display so that the display shows a total travel distance that the fuel cell vehicle can travel with an electric energy that can be generated by the fuel cell and the electric energy stored in the power storage device.

[0014] According to the structure described in (4) above, the driver can detect the total driving distance (the maximum remaining driving distance) after which all the electric energy is consumed. This allows the driver to easily determine an appropriate time, for example, to refuel the vehicle with hydrogen or charge the power storage unit.

[0015] (5) In a method for controlling a fuel cell vehicle according to another aspect of the present disclosure, the fuel cell vehicle has the features recited in claim 3.

[0016] According to the structure described in (5) above, as well as the structure described in (1), the usability in terms of fuel efficiency and electric efficiency can be improved.

[0017] The above and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings. BRIEF EXPLANATION OF THE FIGURES Fig. 1 is a circuit diagram schematically showing an overall structure of a vehicle according to an embodiment. Fig. Figure 2 is a diagram showing an example display setup. Fig. Figure 3 is a diagram illustrating the vehicle's driving modes. Fig. 4 is a flowchart showing an example display control for a multi-information display. Fig. 5 is a diagram illustrating an example display content of the multi-information display in an EV mode. Fig. 6 is a diagram illustrating an example display content of the multi-information display in an FC mode. Fig. 7 is a diagram illustrating an example display content of the multi-information display in an FC-EV mode. Fig. 8 is a flowchart showing a display control of the multi-information display according to the present invention. Fig. Figure 9 is a diagram showing another example of the display content of the multi-information display in FC-EV mode. EXPLANATION OF THE PREFERRED EMBODIMENTS

[0018] The present embodiment will be explained below with reference to the accompanying drawings. Note that like reference numerals are used to designate like or corresponding parts, and the explanation will not be repeated. [Embodiment]<Gesamtaufbau des Fahrzeugs>

[0019] Fig. 1 is a circuit diagram schematically showing an overall configuration of a vehicle according to the first embodiment. According to Fig. In the present embodiment, vehicle 1 is a fuel cell vehicle. Vehicle 1 is also capable of being charged externally with electrical energy supplied from outside the vehicle 1 (so-called plug-in charging). In other words, vehicle 1 is a plug-in fuel cell vehicle (PFCV). However, it is not necessary for vehicle 1 to be capable of plug-in charging.

[0020] The vehicle 1 includes a hydrogen tank 11, a fuel cell (FC) stack 12, a relay 13, a boost converter 14, a direct current (DC) input 21, an alternate current (AC) input 22, charging relays 23, 24, a charger 25, a system main relay (SMR) 31, a battery 32, a voltage sensor 33, a current sensor 34, a power control unit (PCU) 4, a motor generator 5, drive wheels 6, a display 7, a mode selector switch 8, a vehicle speed sensor 9, an electronic control unit (ECU) 100, and a power line (PL).

[0021] The hydrogen tank 11 stores hydrogen. Although not shown, the vehicle 1 also has a supply inlet or fuel inlet that can receive hydrogen from a hydrogen refueling station.

[0022] The FC stack 12 is a structure in which several (e.g., several tens to several hundred) FC cells are connected in series. Following a control command from the ECU 100, the FC stack 12 consumes the hydrogen stored in the hydrogen tank 11 to generate electrical energy or electric power. More specifically, the hydrogen stored in the hydrogen tank 11 is pumped to the anode side of the FC stack 12 by a hydrogen pump (not shown). Conversely, air is pumped to the cathode side of the FC stack 12 by an air pump (not shown). In this way, the FC stack 12 causes the hydrogen and oxygen in the air to react electrochemically, thereby generating electric power.

[0023] Relay 13 is electrically connected between the FC stack 12 and the boost converter 14. Relay 13 is opened / closed according to a control command from the ECU 100.

[0024] According to a control command from the ECU 100, the boost converter 14 increases the voltage of the electric power generated by the FC stack 12 and supplies the increased electric power to the power line PL.

[0025] The DC input 21 and the AC input 22 are each capable of receiving a plug (not shown) of a charging cable extending from a charging device, such as a charging station. The DC input 21 is a charging input for so-called fast charging, which receives a high-voltage direct current from a charging station. The DC input 21 is electrically connected to the power line PL via the relay 13. The AC input 22 is a charging input for so-called normal charging, which receives an alternating current supplied by a charging station. The AC input 22 is electrically connected to the charging device 25 via the charging relay 24. The charging relays 23, 24 are opened / closed following a control command from the ECU 100.Note that vehicle 1 for plug-in charging does not need to have both a DC input 21 and an AC input 22 and can only have either the DC input 21 or the AC input 22.

[0026] The charging device 25 includes an inverter and a boost converter, both not shown. According to a control command from the ECU 100, the inverter converts the AC current supplied by the charging device via the AC input 22 into a DC current and outputs the DC current to the boost converter. According to a control command from the ECU 100, the boost converter increases the voltage of the DC current output by the inverter and outputs the increased DC power to the power line PL.

[0027] The SMR 31 is electrically connected between the power line PL and the battery 32. Following a control command from the control device 100, the SMR 31, for example, electrically connects the battery 32 to the power line PL or electrically disconnects the battery 32 from the power line PL.

[0028] The battery 32 is electrically connected to the power line PL via the SMR 31. The battery 32 includes a battery pack consisting of a plurality of cells (e.g., approximately 200 cells). Each of the cells included in the battery pack is a secondary battery, such as a lithium-ion battery or a nickel-hydrogen battery. The battery 32 supplies, for example, the PCU 4 with electrical energy for generating driving power for the vehicle 1, or stores energy regenerated or recuperated by the PCU 4. Note that a capacitor, such as an electric double-layer capacitor, may be used instead of the battery 32. Note that the battery 32 is an example of a "power storage device" according to the present disclosure.

[0029] The voltage sensor 33 detects a voltage VB of the battery 32. The current sensor 34 detects a current IB flowing into or out of the battery 32. Each sensor outputs a detection result to the ECU 100.

[0030] The PCU 4 includes an inverter (not shown). In addition to the inverter, the PCU 4 may include a bidirectional DC / DC converter. Following a control command from the ECU 100, the PCU 4 converts the direct current transmitted via the power line PL into alternating current and outputs the alternating current to the motor generator 5.

[0031] The motor generator 5 is a rotating electric AC motor, e.g., a three-phase AC synchronous motor, containing a rotor with permanent magnets embedded therein. The motor generator 5 operates with the alternating current provided by the PCU 4 and drives drive wheels 6.

[0032] Following a control command from the ECU 100, display 7 shows various information about the vehicle 1. The display 7 is controlled by Fig. 2 described.

[0033] The mode selector switch 8 is used to use various sources to supply electrical energy to the motor generator 5. The mode selector switch 8 receives a driver's operation to switch between the driving modes and outputs a signal to the ECU 100 indicating a driving mode selected by the driver to which the switch is to be made. Details of the driving modes are described in Fig. 3 described.

[0034] The vehicle speed sensor 9 calculates the traveling speed (a vehicle speed V) of the vehicle 1. Specifically, the vehicle speed sensor 9 can calculate the vehicle speed V from a traveling distance per predetermined time period obtained by multiplying the rotational speed of the wheels, such as the drive wheels 6, by a coefficient (such as the wheel circumference).

[0035] The ECU 100 includes a processor, such as a central processing unit (CPU), memory, such as read-only memory (ROM) and random access memory (RAM), and input / output ports (none of which are shown). In response to signals from sensors, the ECU 100 outputs various control commands to control the devices to bring the vehicle 1 into a desired state. The ECU 100 may be divided into several functional units. <display>

[0036] Fig. 2 is a diagram illustrating an exemplary structure of the display 7. With reference to Fig. 2, the vehicle 1 contains as display 7 a multi-information display (MID) 71, a head-up display (HUD) 72 and a navigation screen 73.

[0037] The MID 71 is located in the upper part of the instrument panel, near the windshield. The MID 71 is designed to display information about vehicle 1 (e.g., the state of charge (SOC) of battery 32, vehicle speed V, traveled distance, outside air temperature, fuel efficiency, electrical power efficiency, etc.).

[0038] The HUD 72 projects various information as a virtual image into the driver's field of vision (in front of the driver). The HUD 72 also displays the speed of vehicle 1, the direction of travel to the destination, traffic signs, etc.

[0039] The navigation screen 73 is a display of a navigation system (not shown) arranged in the instrument panel. The navigation system includes a GPS (Global Positioning System) receiver for locating the vehicle 1 based on radio waves from an artificial satellite. The navigation system displays the current position of the vehicle 1 and a recommended route to the vehicle 1's destination on the navigation screen 73 based on the GPS, information from the vehicle 1, and road map data stored in a memory (not shown). <fahrmodus>

[0040] Fig. 3 is a diagram illustrating the driving modes of the vehicle 1. With reference to Fig. 3, vehicle 1 has three driving modes, referred to as "EV mode," "FC mode," and "FC-EV mode." Note that the driving modes can be switched from one mode to another either when the driver operates the mode selector switch 8, or in response to a driving situation (e.g., the SOC of the battery 32) of vehicle 1 (automatic switching).

[0041] In EV mode, electrical energy or electric power is supplied from battery 32 to motor generator 5. In EV mode, power generation by FC stack 12 is stopped. EV mode corresponds to a "first driving mode" of the present disclosure.

[0042] In FC mode, the FC stack 12 is the primary source for supplying electrical energy to the motor generator 5. In other words, in FC mode, an electrical power supplied from the FC stack 12 to the motor generator 5 is greater than an electrical power supplied from the battery 32 to the motor generator 5. The FC mode corresponds to a "second driving mode" of the present disclosure.

[0043] In FC-EV mode, battery 32 is the primary source for supplying electric power to motor generator 5. In other words, in FC-EV mode, electric power supplied from battery 32 to motor generator 5 is greater than electric power supplied from FC stack 12 to motor generator 5. FC-EV mode corresponds to a "third driving mode" of the present disclosure.

[0044] Note that the vehicle 1 may additionally have a charging mode (called "CHG mode"). In the CHG mode, when the electrical energy stored in the battery 32 is exhausted (e.g., when the electrical energy stored in the battery 32 drops below the lower limit of a given range), electrical energy is generated by the FC stack 12 while the vehicle 1 is stopped, and the generated electrical energy is charged into the battery 32. <Angaben zur Kraftstoffeffizienz und elektrischen Effizienz>

[0045] It is intended that both the instantaneous fuel efficiency and the instantaneous electric efficiency of vehicle 1 be displayed on the MID 71. The driver can be aware of the vehicle's environmental impact by monitoring the instantaneous fuel efficiency and electric efficiency displays while vehicle 1 is driving. Furthermore, by receiving feedback on whether their driving style has a significant impact on the environment, the driver can improve their driving technique (eco-drive), which can reduce their environmental impact.

[0046] The inventor focuses on the fact that it is difficult for the driver to correctly understand what is meant by the instantaneous fuel efficiency and / or the instantaneous electric efficiency depending on a driving mode of the fuel cell vehicle when the instantaneous fuel efficiency and the instantaneous electric efficiency are displayed on the MID 71. In particular, the instantaneous fuel efficiency may be too large a value when the instantaneous fuel efficiency is displayed in the EV mode, since power generation by the FC stack 12 is stopped in the EV mode and hydrogen as fuel is not consumed. In other words, the instantaneous fuel efficiency may be displayed as a fixed value as if it were stuck at the upper limit of the instantaneous fuel efficiency indicator (e.g., 99.9 [km / kg]).

[0047] Because in FC mode, the FC stack 12 is the primary power source for the motor generator 5, electric power is rarely supplied from the battery 32 to the motor generator 5 in FC mode. For this reason, when displaying the instantaneous electric power efficiency in FC mode, the instantaneous electric efficiency is too large a value, and the instantaneous electric efficiency may be displayed, for example, as if it were stuck at the upper limit of the instantaneous electric efficiency indicator (e.g., 99.9 [km / kWh]).

[0048] For this reason, in the present embodiment, the display is switched between the instantaneous fuel efficiency and the instantaneous electric efficiency depending on a driving mode of the vehicle 1. In the EV mode, the instantaneous electric efficiency is displayed on the MID 71, and the instantaneous fuel efficiency is not displayed. In the FC mode, the instantaneous fuel efficiency is displayed on the MID 71, and the instantaneous electric efficiency is not displayed. This prevents the driver from being confused by an excessively large value when displaying the instantaneous fuel efficiency or the instantaneous electric efficiency. Accordingly, the usability of the fuel efficiency and electric efficiency is improved.

[0049] Note that the present embodiment will be described with respect to the display of the instantaneous fuel efficiency and / or the instantaneous electric efficiency in the MID 71. However, the instantaneous fuel efficiency and / or the instantaneous electric efficiency may be displayed on another device (the HUD 72 or the navigation screen 73) included in the display 7. <steuerverfahren>

[0050] Fig. Figure 4 is a flowchart showing an example display control for the MID 71. The functions described below Fig. 4 and Fig. For example, the flowcharts shown in Figure 8 are executed at each completion of a given cycle. Each of the steps included in these flowcharts is essentially implemented by software processing in the ECU 100, but may also be implemented by dedicated hardware (an electrical circuit) configured within the ECU 100. Hereinafter, steps are abbreviated as "S."

[0051] In S11, the ECU 100 calculates the current fuel efficiency of the vehicle 1. The ECU 100 can calculate the current fuel efficiency from a distance traveled by the vehicle 1 per predetermined period of time (e.g., a few seconds) obtained from the vehicle speed sensor 9 and an amount of hydrogen consumed per predetermined period of time obtained from a sensor (not shown) provided for the FC stack.

[0052] In S12, the ECU 100 calculates the instantaneous electric efficiency of the vehicle 1. The ECU 100 can calculate the instantaneous electric efficiency from the distance traveled by the vehicle 1 per predetermined period of time obtained from the vehicle speed sensor 9 and an amount of electric power consumed per predetermined period of time obtained from the voltage sensor 33 and current sensor 34 provided for the battery 32.

[0053] In S13, the ECU 100 determines the current driving mode of vehicle 1. If vehicle 1 is in EV mode ("EV mode" in S13), the ECU 100 proceeds to S14 and displays the current electrical efficiency calculated in S12 on the MID 71.

[0054] Fig. Figure 5 is a diagram illustrating an example display content of the MID 71 in EV mode. Fig. 5, the SOC of the battery 32 and the remaining fuel in the hydrogen tank 11 (in the upper part of the Fig. 5) on the MID 71. In addition, as shown in Fig. 5, bottom left, the instantaneous electrical efficiency of vehicle 1 (in this example, 10.5 [km / kWh]) is displayed on the MID 71. However, the instantaneous fuel efficiency is not displayed on the MID 71.

[0055] Note that the display mode of the instantaneous electrical efficiency is not limited to the Fig. 5. For example, the meter display may be provided in which the instantaneous electrical efficiency is represented by the position indicated by the pointer of an analog dial, or a segment display may be provided in which the instantaneous electrical efficiency is represented by the number of segments that changes in steps. Furthermore, the mode in which the instantaneous fuel efficiency is hidden is not limited to the horizontal line (bar) display as in Fig. 5. For example, the numerical value of the current fuel efficiency can be hidden, or the current fuel efficiency can be completely hidden, including the numerical value and the unit. Alternatively, a (so-called grayed-out) display can be used, in which the current fuel efficiency display is obscured by reducing the brightness or darkening the color tone. Graying out is also included in "not displayed."

[0056] Back to Fig. 4, the ECU 100 proceeds to S15 in this flow and displays the instantaneous fuel efficiency calculated in S11 on the MID 71 when the vehicle 1 is in the FC mode ("FC mode" in S13). During this time, the instantaneous electric efficiency is not displayed on the MID 71.

[0057] Fig. Figure 6 is a diagram illustrating an example display content of the MID 71 in FC mode. With reference to Fig. 6, the instantaneous fuel efficiency (in this example, 5.3 [km / kg]) of vehicle 1 is displayed on the MID 71, and the instantaneous electric power efficiency is not displayed. Various modes similar to those described in relation to Fig. 5 are described.

[0058] When the vehicle 1 is in FC-EV mode ("FC-EV mode" in S13), the ECU 100 returns to Fig. 4, the system proceeds to S16 and displays the instantaneous electrical efficiency calculated in S12 on the MID 71. During this time, the instantaneous fuel efficiency is not displayed on the MID 71.

[0059] Fig. Figure 7 is a diagram illustrating the display content of the MID 71 in FC-EV mode. Fig. 7, the current electric efficiency (e.g., 10.5 [km / kWh]) of vehicle 1 is displayed on the MID 71, and the current fuel efficiency is not displayed. Note that the displayed values ​​of the current fuel efficiency and / or the current electric efficiency in S14 to S16 remain the same until the next update (until the beginning of the next cycle).

[0060] If one of the processes in S14 to S16 ends, the ECU 100 calculates, as again in Fig. 4, the total remaining driving distance or driving range of the vehicle 1 and displays the calculated value on the MID 71 (S17). The remaining driving range of the vehicle 1 can be calculated, for example, as the sum of a distance D1 and a distance D2 (D1 + D2), where the distance D1 refers to a distance that the vehicle 1 can travel using the hydrogen as fuel remaining in the hydrogen tank 11, and the distance D2 refers to a distance that the vehicle 1 can travel using the electrical energy remaining in the battery 32. Note that the distance D1 can be calculated from the level of hydrogen as fuel and an average fuel efficiency of the vehicle 1 (which can be its specified value or its actual value). Similarly, the distance D2 can also be calculated from the electrical energy remaining in the battery 32 and an average electrical efficiency of the vehicle 1.When S17 ends, the flow returns to the main program and the sequence of steps is repeated each time a cycle begins.

[0061] As described above, in the present embodiment, in the EV mode where power generation by the FC stack 12 is stopped, only the instantaneous electric efficiency is displayed, and the instantaneous fuel efficiency is not displayed. This avoids the display of the instantaneous fuel efficiency as if the instantaneous fuel efficiency were stuck at the upper limit in the EV mode. Furthermore, in the FC mode where the FC stack 12 is the primary power source for the motor generator 5, only the instantaneous fuel efficiency is displayed, not the instantaneous electric efficiency. This avoids the display of the instantaneous electric efficiency as if the instantaneous electric efficiency were stuck at the upper limit in the FC mode.Furthermore, in the FC-EV mode, where the battery 32 is the primary power source for the motor generator 5, only the instantaneous electric efficiency is displayed, and the instantaneous electrical efficiency is not displayed. This avoids the display of the instantaneous fuel efficiency as if the instantaneous fuel efficiency were stuck at the upper limit in the FC-EV mode. Thus, according to the current embodiment, displays that could confuse the driver can be avoided, thereby improving usability in terms of fuel efficiency and electrical efficiency. [Embodiment]

[0062] Fig. Fig. 8 is a flowchart showing a display control for the MID 71 according to the embodiment of the present invention. Referring to Fig. 8, the flow chart is the same as the flow chart according to the exemplary control (see Fig. 4), except for the replacement of S16 with S26. Since the other processes correspond to the corresponding processes according to the exemplary control, their descriptions are not repeated here.

[0063] If the vehicle 1 is in the FC-EV mode ("FC-EV mode" in S23), the ECU 100 proceeds to S26. In S26, the ECU 100 displays on the MID 71 both the instantaneous fuel efficiency calculated in S21 and the instantaneous electric efficiency calculated in S22.

[0064] Fig. Figure 9 is a diagram illustrating another example of the display contents of the MID 71 in FC-EV mode. Fig. 9, according to the variation, both the instantaneous fuel efficiency (e.g. 5.3 [km / kg]) and the instantaneous electrical efficiency (e.g. 10.5 [km / kWh]) of vehicle 1 are displayed on the MID 71.

[0065] As described above with regard to variation, in FC-EV mode, in addition to the instantaneous electrical efficiency, the instantaneous fuel efficiency is also displayed on the MID 71. A typical fuel cell vehicle has a battery whose capacity is significantly lower (e.g., a fraction to several tenths) than the amount of electrical energy that can be generated by a fuel cell (the FC stack). Accordingly, a situation is likely to arise in which the electrical power generated by the FC stack 12 is consumed to some extent by the motor generator 5. By displaying the instantaneous fuel efficiency related to consumption in the FC stack 12 in addition to the instantaneous electrical efficiency, the driver can drive the vehicle 1 while being aware of both the instantaneous fuel efficiency and the instantaneous electrical power efficiency.

[0066] Although the present disclosure has been particularly explained and illustrated, it is to be understood that this is by way of illustration and example only and is not to be considered limiting, and the scope of the present disclosure should be interpreted by reference to the language of the appended claims.< / steuerverfahren> < / fahrmodus> < / display>

Claims

[1] Fuel cell vehicle (1) with: a motor (5) that generates a driving force for the fuel cell vehicle (1); a fuel cell (12) that supplies the engine (5) with electric power generated using hydrogen as fuel; a power storage device (32) that supplies the motor (1) with electric power stored in the power storage device (32); a display (7); and a control device (100) which controls the display (7), wherein the fuel cell vehicle (1) has a first driving mode, a second driving mode and a third driving mode, wherein in the first driving mode, the power generation by the fuel cell (12) is stopped, the hydrogen is not consumed and the motor (5) is supplied with electrical power from the power storage device (32), in the second driving mode, an electric current supplied to the motor (5) by the fuel cell (12) is greater than an electric current supplied to the motor (5) by the power storage device (32), in the third driving mode, an electric current supplied by the power storage device (32) to the motor (5) is greater than an electric current supplied by the fuel cell (12) to the motor (5), the control device (100) controls the display (7) in the first driving mode such that the display (7) displays a current electrical efficiency of the fuel cell vehicle (1) and does not display a current fuel efficiency of the fuel cell vehicle (1), the control device (100) controls the display (7) in the second driving mode so that the display (7) displays the current fuel efficiency of the fuel cell vehicle (1) and does not display the current electrical efficiency of the fuel cell vehicle (1), and in the third driving mode, the control device (100) controls the display (7) such that the display (7) shows both the current electrical efficiency of the fuel cell vehicle (1) and the current fuel efficiency of the fuel cell vehicle (1). [2] Fuel cell vehicle (1) according to claim 1, wherein the control device (100) controls the display (7) such that the display (7) shows a range that the fuel cell vehicle (1) can travel with an electric current that can be generated by the fuel cell (12) and the electric current stored in the power storage device (32). [3] Method for controlling a fuel cell vehicle (1) with a first driving mode, a second driving mode and a third driving mode, wherein in the first driving mode, the power generation by a fuel cell (12) is stopped, the hydrogen is not consumed and a motor (5) is supplied with electrical power from a power storage device (32), in the second driving mode, an electric current supplied to the motor (5) by the fuel cell (12) is greater than an electric current supplied to the motor (5) by the power storage device (32), and in the third driving mode, an electric current supplied by the power storage device (32) to the motor (5) is greater than an electric current supplied by the fuel cell (12) to the motor (5), the method comprising: Displaying a current electrical efficiency of the fuel cell vehicle (1) on a display (7) and hiding a current fuel efficiency of the fuel cell vehicle (1) on the display (7) while the fuel cell vehicle (1) is traveling in the first driving mode; and Displaying the current fuel efficiency of the fuel cell vehicle (1) on the display (7) and hiding the current electrical efficiency of the fuel cell vehicle (1) on the display (7) while the fuel cell vehicle (1) is driving in the second driving mode, and Displaying both the instantaneous electrical efficiency of the fuel cell vehicle (1) and the instantaneous fuel efficiency of the fuel cell vehicle (1) on the display (7) while the fuel cell vehicle (1) is driving in the third driving mode.

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