JP2010011733A - State output device of power supply - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow a driver easily know the travelling state of a vehicle including a fuel cell in a power supply. <P>SOLUTION: The state output device includes: a power supply power identifying device that identifies an electric power to be supplied to a drive of the vehicle from the power supply including the fuel cell, a determination device that compares the electric power identified by the power supply power identifying device with an electric power required for a travelling mode of the vehicle and determines whether or not the travelling mode can be allowed; and an output device that outputs the determination results by the determination device. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a status output device for a power supply device.

The output characteristics of the fuel cell change depending on the operating environment. For example, the original output characteristics cannot be exhibited immediately after startup, in a low temperature environment, or in a high temperature environment. In these cases, sufficient power may not be supplied from the fuel cell to the vehicle drive device, and it is necessary to inform the driver of a decrease in power that can be supplied.
Therefore, a technique for detecting the state of a power supply device including a fuel cell and estimating and outputting the power that can be supplied from the fuel cell to the vehicle drive device based on the detection result is disclosed in Patent Document 1.
Patent Document 2 discloses a technique for calculating and outputting the maximum speed and maximum torque that an electric vehicle can travel from the state of a power supply device (battery) of the electric vehicle.

JP 2001-229944 A Japanese Patent Laid-Open No. 5-130709

  In the above prior art, the power that the power supply can supply to the drive device from the state of the power supply and the maximum speed or maximum torque obtained by the power are estimated, and the information is provided to the driver to assist driving. is doing. However, since these pieces of information directly describe the outputs of the power supply device and the drive device, the driver needs to interpret the information by himself / herself in order to use it for actual driving. For example, the driver determines whether or not driving on an expressway or an uphill road is possible based on information on power that can be output by the power supply device.

Such a determination cannot be requested from all drivers, and if so, a problem will arise in the effective use of the information. In other words, the above information alone is not sufficient to intuitively recognize how much the driver can drive the vehicle.
In addition, when the output characteristics of the power supply device are degraded, how long the low-power state continues (when normal driving is possible), what is the cause of the low-power output, etc. May be anxious.

As a result of intensive studies to solve at least one of the above problems, the present inventors have conceived the state output device for a vehicle fuel cell device of the present invention. That is,
A power supply power specifying device for specifying power that can be supplied from a power supply device including a fuel cell to a vehicle drive device;
A determination device that compares the power specified by the power supply power specifying device with the power required for the vehicle driving mode, and determines whether or not the driving mode is executable;
An output device for outputting a determination result of the determination device;
A state output device for a vehicle fuel cell device comprising:

  According to the state output device configured as described above, since it is directly determined whether or not the driving mode can be executed, the driver can intuitively recognize how much the vehicle can be driven. Become.

According to another aspect of the invention, a travel mode selection device is further provided that selects a travel mode to be determined by the determination device from a plurality of travel modes.
By preparing a plurality of driving modes (for example, urban driving, high speed driving, uphill driving, etc.) and making it possible to select a driving mode from now on, the driver can select a driving mode he desires, and the driving mode can be selected. The feasibility of is output. As a result, the driver can easily and intuitively grasp more effective information regarding the travel mode desired by the driver.

According to another aspect of the present invention, when the determination device determines that execution of the travel mode is impossible, an estimation device that estimates a time required until the travel mode becomes executable;
And a time output device for outputting a time of an estimation result by the estimation device.
According to the state output device configured as described above, even when the power supply device is in the output reduction state, the time until the traveling mode can be executed is directly output. That is, since the time until the output characteristics of the power supply device are recovered and the travel mode is executed is specifically specified, the driver feels secure.

According to another aspect of the invention, when the determination device determines that execution of the travel mode is impossible, a cause estimation device that estimates the cause of the inability to execute,
A cause output device for outputting an estimation result by the cause estimation device.
According to the state output device configured as described above, the cause of the output decrease of the power supply device can be grasped specifically, and the countermeasure can be predicted. That is, the driver can feel a sense of security compared to a state of unknown cause.

FIG. 1 is a block diagram showing a configuration of a status output apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing the same operation. FIG. 3 is a block diagram showing the input device (sensor). FIG. 4 is a calibration curve showing the relationship between the voltage-current characteristics of the fuel cell and the output power. FIG. 5 shows the relationship between the optimum torque-vehicle speed range and the required power in each travel mode. FIG. 6 shows a display mode of the display device. FIG. 7 is a calibration curve showing the relationship between the temperature of the fuel cell and the time required to generate the predetermined power.

The components of the present invention will be described below.
(Power supply)
The power supply device includes at least a fuel cell, and can include an auxiliary power supply (battery).
A vehicle fuel cell is obtained by stacking a plurality of fuel cell unit cells in order to obtain desired power. A unit cell of a fuel cell has a configuration in which an electrolyte membrane is sandwiched between an air electrode and a fuel electrode. A polymer material such as Nafion (trade name) can be used for the electrolyte membrane, but is not limited thereto. The unit cell is provided with an air channel and a hydrogen gas channel. Oxygen in the air flowing through the air flow path and hydrogen flowing through the hydrogen gas flow path are bonded via the solid polymer electrolyte membrane, and a fuel cell reaction occurs.
If such a fuel cell uses a polymer electrolyte membrane, its power generation efficiency is increased by setting the temperature in the range of 60 ° C to 100 ° C. On the other hand, at a temperature lower than the temperature range, the catalytic activity is lowered, so the output is lowered. In addition, at a temperature higher than the temperature range, the output is limited to prevent overheating. When the fuel cell is in a non-operating state for a long time, the electrolyte membrane is dried and sufficient proton conductivity cannot be ensured.
Thus, in order to obtain the rated output from the fuel cell, it is necessary to maintain the operating environment within a predetermined range.

  The auxiliary power source stores power generated by the fuel cell or regenerative power, and is composed of a secondary battery or a capacitor. The auxiliary power supply supplements the power of the fuel cell to the vehicle drive unit and other electrical components of the vehicle when there is no output from the fuel cell, such as at startup, or when the output of the fuel cell is low. Supply.

A vehicular fuel cell is provided with an auxiliary unit.
The auxiliary unit includes a water supply system as a water supply means, a hydrogen gas supply system as a reaction gas supply means, and an air supply system. The water supply system supplies water to the fuel cell stack, maintains the wet state of the electrolyte membrane, and / or cools the fuel cell stack by heat of vaporization of water. Such a water supply system includes a water tank, a pump, a pipe section, and a water injection section into the fuel cell stack. In the apparatus of the embodiment, a nozzle that directly injects water to the vicinity of the electrode is used as the water injection unit. However, water may be supplied in the state of water vapor into the gas supplied to the fuel cell stack. Further, water can be injected into an air supply system and / or a hydrogen gas supply system for the fuel cell stack.
The hydrogen gas supply system is a device that supplies hydrogen gas as a reaction gas to the fuel cell body, and includes a hydrogen gas supply source, a gas pipe, an exhaust processing unit, and the like. Even in this hydrogen gas supply system, water is removed when the hydrogen gas passes through the fuel cell main body, so that water is present in the circulation section.
The air supply system is a device that supplies air to the fuel cell body, and includes an air supply fan, an air pipe, an exhaust device, and the like. In the apparatus of the embodiment, since water is directly injected into the air supply system, it is necessary to remove moisture from the air supply system.

In a low-temperature environment, the residual water in the auxiliary equipment unit freezes.
As a countermeasure when the residual water in the auxiliary machine part is frozen, it is necessary to provide a heating device for heating the auxiliary machine part.

The heating device includes a main body heating device and an auxiliary device heating device of the fuel cell.
The main body heating device heats the fuel cell main body. The method for heating is not particularly limited. In the embodiment, the supplied air is heated and an electric heater is brought into contact with the fuel cell, and the fuel cell is heated by the conduction heat. In addition, heating the fuel cell with radiant heat from an electric heater, circulating a non-freezing type heat medium to the fuel cell and heating the heat medium, the fuel cell itself or an induction heating body embedded therein A general heating method such as induction heating can be employed.
The auxiliary machine part heating device heats the auxiliary machine part. The method for heating is not particularly limited. In the embodiment, an electric heater is inserted into the water tank, and the ice in the water tank is heated by the conduction heat. In addition, heating a water tank by radiant heat from an electric heater, circulating a non-freezing type heat medium to the water tank and heating the heat medium, inducing the water tank itself or an induction heating body embedded therein A general heating method such as heating can be employed.
It is preferable to attach a heating device such as a heating wire to the piping portion and heat it.

  The fuel cell device for vehicles is composed of a fuel cell, an auxiliary power source, and these auxiliary machines.

  The power of the power supply device is supplied to a vehicle drive device (motor), an air conditioner, lighting, AV equipment, and other electrical components other than the drive device. When the electric power consumption in the electrical component is large, as a result, the electric power that can be supplied to the drive device is lowered, and the travel mode that is obtained may not be executed.

(Power supply identification device)
The power supply power specifying device specifies the power that can be supplied from the power supply device to the vehicle drive device. The power that can be supplied here is

(Formula 1)
Supplyable power =
(1) Fuel cell output possible power + (2) Auxiliary power supply output possible power-(3) Power consumption other than for driving device

As required.
(1) The power that can be output from the fuel cell is a smaller value of either the output limit value according to the operation mode of the fuel cell or the output power that is estimated from the current / voltage. The former power value is stored in the memory of the controller, and the latter power value is estimated from the current attached to the output side of the fuel cell and the output of the voltmeter.
(2) The power that can be output from the auxiliary power source can be estimated from the state of charge of the auxiliary power source (SOC) and the auxiliary power source temperature in light of the auxiliary power source characteristics obtained in advance.
(3) The power consumption other than the driving device refers to the total power consumed by the driving device such as an electrical component. This power consumption is obtained by measuring the power supplied to the electrical component side.

The power supply power specifying device reads the power values of the above (1) to (3) from a predetermined memory or wattmeter, and executes the calculation of (1) + (2) − (3), so that the vehicle from the power supply device The power that can be supplied to the drive unit is specified.
Such calculation is executed by the CPU of the controller based on a program stored in advance in the ROM.

The travel mode can be arbitrarily set according to the torque and vehicle speed required for the vehicle drive device. In the embodiment, three types of travel modes are set in advance: an urban travel mode, a high-speed travel mode, and an uphill travel mode. In addition, settings such as a rainy road running mode and a snowy road running mode can also be set.
Each driving mode can be arbitrarily selected by the driver.

  The electric power required for the execution in each traveling mode is stored in advance in the memory of the controller. For example, on the basis of the maximum output of the fuel cell, 40% of the output is required in the urban driving mode, 60% of the high speed driving mode, and 80% of the output in the uphill driving mode. Of course, this required power is arbitrarily set according to the type of the driving device (motor), the weight of the vehicle, and the like.

(Judgment device)
The determination device compares the suppliable power specified by the power supply power specifying device with the required power in the running mode. When the former (suppliable power) ≧ the latter (required power), the travel mode can be executed. When the former (suppliable power) <the latter (required power), it is determined that the travel mode cannot be executed. The

  When it is determined that the travel mode is not executable, it is preferable to estimate the time required for the travel mode to be executable. In the embodiment, the time until the required power in the driving mode can be supplied is estimated based on the current temperature of the fuel cell. That is, in the state where the running mode cannot be executed, it is not possible to increase the power supplied from the auxiliary power supply, and therefore it is necessary to improve the output of the fuel cell exclusively. That is, the power that can be output from the fuel cell is increased in the above-described (Equation 1). The output of the fuel cell and the temperature of the fuel cell are substantially proportional (that is, the higher the fuel cell temperature, the higher the output can be obtained). On the other hand, if an increase characteristic of the output (fuel cell warm-up characteristic) when attempting to increase the output of the fuel cell by increasing the supply amount of fuel gas or air is determined in advance, the current temperature of the fuel cell It is possible to estimate the time required to increase the required power to a temperature at which output is possible.

Similarly, when it is determined that the travel mode is not executable, the cause is mainly expressed by the terms of (Expression 1). That is, this is because the fuel cell output power and / or auxiliary power output power is insufficient, or the power consumption other than the driving device exceeds the allowable range.
Therefore, the numerical values of the respective terms of (Equation 1) in the vehicle can be acquired and compared with a predetermined threshold value, and the cause of the inability to execute the traveling mode can be estimated from the comparison result.

The determination result in the determination device is output from the output device, and is transmitted as information to the driver.
In addition to the display device (display that outputs characters, symbols, graphs, etc.) shown in the embodiments, the output device includes a voice guidance device such as a speaker, a lamp that lights up a mark or a meter that indicates with a needle, etc. alone or in combination Can be used.

Examples of the present invention will be described below.
FIG. 1 shows a configuration of a status output device 1 of the embodiment. FIG. 2 is a flowchart showing the operation.
The state output device 1 is generally composed of an input unit 10, a display control unit 40, and a display device 80.
The input unit 10 includes an FC operation mode input unit 11, an FC operation state input unit 12, an auxiliary power supply state input unit 13, an electrical component power consumption input unit 14, a travel mode. A selection switch 16 is provided.
The FC operation mode input unit 11 outputs the output limit value (A) of the fuel cell based on the FC operation mode. For example, there are the following FC operation modes.
(1) External heating mode: The fuel cell is stopped and the heating device is operated by external power received from the external power receiving unit. In this case, the output limit value is 0% of the maximum output of the fuel cell.
(2) Self-heating mode: The fuel cell operates to generate electric power, and the temperature of the fuel cell is raised by the power of the fuel cell. The output limit value in this case is, for example, 50 to 90% of the maximum output of the fuel cell.
(3) Temperature control mode: Based on the amount of air supplied to the fuel cell main body while the fuel cell is activated and the power generated by the fuel cell is supplied to the vehicle power supply system and the water supply auxiliary unit is stopped. Control the temperature of the fuel cell body. In this case, the output limit value is, for example, 50% of the maximum output of the fuel cell.
(4) Long-term stop mode: Since the electrolyte membrane is dry when the fuel cell has not been operated for a long time, water is supplied to wet the electrolyte before supplying the fuel gas. The fuel cell output is limited until the electrolyte membrane is wet.
(5) Normal operation mode: A mode in which the fuel cell is operated normally, and there is no output limitation. That is, the output limit value is 100% of the maximum output of the fuel cell.

  As shown in FIG. 3, the FC operating state input unit 12 includes a voltage / current sensor 30 and a thermometer 31 of the fuel cell 21. In this embodiment, a thermometer 31 is provided at the exhaust port of the fuel cell 21, and the exhaust gas temperature is used as the temperature of the fuel cell 21. The power specified by the voltage / current sensor 30 is input to the FC output estimating unit 41. The detection result of the thermometer 31 is input to the travel mode arrival time estimation unit 61 and the cause estimation unit 63.

The auxiliary power supply state input unit 13 detects the charging state of the auxiliary power supply 22 and inputs the detection result to the auxiliary power supply output estimation unit 42.
The electrical component power consumption input unit 14 inputs, for example, the output of the voltage / current sensor 34-36 in FIG. 3 to the power consumption estimation unit 43. The voltage / current sensor 34-35 detects the power consumption of electrical components other than the driving device (air conditioner 25, vehicle auxiliary equipment 26 such as lighting, and FC auxiliary equipment 27 such as a valve) in the vehicle.

  The driver selects an arbitrary driving mode using the driving mode selection switch 16. As a result, the state of the selected travel mode is displayed on the display unit 80 as shown in FIG.

  The output of the FC operation mode input unit 11 and the output of the FC operation state input unit 12 are input to the FC output estimation unit 41 of the display control unit 40. In the FC output estimation unit 41, the smaller one of the output limit value corresponding to the FC operation mode and the power estimated from the voltage value and current value of the FC detected by the voltage / current sensor 31 is the FC output possible power (1 ) Is sent to the power supply power specifying unit 44 (step 1). Note that the output power of the FC is estimated from the voltage value and the current value as follows. The relationship (calibration curve) between the voltage value and current value and FC output possible power is obtained in advance (see FIG. 4), and the detected voltage value and current value are compared with the relationship of FIG. 4 to enable FC output. Estimate power. As illustrated in FIG. 4, the power that can be output by the FC when the voltage value / current value is point A is 40% of the maximum output power of the FC.

  The charging state information of the auxiliary power source 22 detected by the state input unit 13 of the auxiliary power source 22 is input to the output estimating unit 42 of the auxiliary power source. The output estimation unit 42 of the auxiliary power source estimates the power that can be output from the charged state of the auxiliary power source 22 and sends this to the power source power specifying unit 44 (step 3).

  The output of the electrical component power consumption input unit 14, that is, the output of the voltage / current sensors 34, 35, and 36 is input to the power consumption estimation unit 43 to calculate the sum of the power consumed by each electrical component excluding the drive unit. . This value is estimated as power consumption other than that for the driving device, and is sent to the power supply power specifying unit 44 (step 5).

The power source power specifying unit 44 subtracts the output (3) of the power consumption estimating unit 43 from the sum of the output (1) of the FC output estimating unit 41 and the output (2) of the auxiliary power source output estimating unit 42. The power that can be supplied by the power supply device including the power supply is specified (step 7).
This suppliable power is displayed on the display device 80 via the display controller 65 (step 9).

  On the other hand, for the travel mode selected by the travel mode selection switch 16 (step 11), the travel mode selection unit 47 reads the power required for each travel mode from the memory 51 (step 13). In this embodiment, 40% of the FC maximum output is required in the urban driving mode, 60% of the FC maximum output is required in the high-speed driving mode, and 80% of the FC maximum output is required in the uphill driving mode. Required. The required power value was obtained as follows. There is a range of torque and vehicle speed suitable for each travel mode, and the power value required to realize travel within the range is specified from the relationship of FIG.

  In the determination unit 46, the power that can be supplied from the power supply device specified by the power supply power specifying unit 44 to the drive device is compared with the power required for the travel mode (step 15). The comparison result is displayed on the display device 80 via the display controller 65. FIG. 6 shows an example in the case of suppliable power <required power. If suppliable electric power ≧ required electric power, a window indicating “executable” is displayed in the “remaining xx minutes” window in FIG. 6 (step 17).

When it is determined by the determination unit 46 that suppliable power <required power, i.e., the travel mode is not executable, the travel mode arrival time estimation unit 61 estimates the time required for the travel mode to be executable from the FC temperature (step S1). 19).
For example, when the FC warm-up operation is insufficient and the suppliable power is insufficient due to the low temperature of the FC, the suppliable power is increased by the FC warming to satisfy the required power. . In this case, the warm-up characteristic of the FC is measured, and a calibration curve relating to the time to reach the predetermined power at each temperature is obtained in advance (see FIG. 7). By detecting the temperature of the FC and comparing it to this calibration curve, the arrival time until the supplyable power that satisfies the required power is estimated. 7 is stored in the memory 53.
Since the FC output needs to be increased even when the suppliable power is less than the required power due to the large power consumption of the electrical component, the travel mode can be executed using the calibration curve of FIG. Can be estimated.

When the supplyable electric power is less than the required electric power due to the high FC temperature, the FC is cooled. When the temperature of the FC becomes high, it is necessary to limit the output of the FC in order to prevent overheating and drying, resulting in a shortage of power that can be supplied. Therefore, the FC must be cooled. As a cooling method, it is possible to take measures such as increasing the flow rate of the cooling medium in the cooling system, increasing the air flow rate, or increasing the supply amount of water in the water direct injection type FC.
The cooling characteristics of the FC when these measures are taken are measured, and the relationship between the time required for normal operation of the FC and the temperature is obtained in advance and stored in the memory 53. By using this relationship, it is possible to estimate the time required until the traveling mode can be executed even when the FC is at a high temperature (overheating).

If the non-operating state continues for a long period of time, the FC electrolyte membrane is dry, so the FC cannot be started as it is. In this case, water is supplied to the FC electrolyte membrane to make it wet.
Measure the wet characteristics of FC when these measures are implemented. According to the study by the present inventors, the time required for eliminating the dry state of FC was about 1 minute or less. Therefore, in this embodiment, the time required until the traveling mode can be executed when the supply power becomes insufficient due to the drying of the FC is set to the certain time.

  The time required until the travel mode estimated by the travel mode arrival time estimation unit 61 can be executed as described above is displayed on the display device 80 via the display controller 65 (step 21).

When the determination unit 46 determines that the suppliable power is less than the required power, that is, the travel mode cannot be executed, the cause estimation unit 63 estimates the cause (step 23). The basic data for estimation is the output of each input device 12-14. For example, based on the FC temperature output from the FC operation state input unit 14, it is possible to estimate the low temperature state and high temperature state of the FC as a cause of power supply shortage. At this time, a threshold value serving as a reference for determining the low temperature state and the high temperature state is stored in the memory 55. When the power consumption output from the electrical component power consumption input unit 14 exceeds a predetermined threshold (also stored in the memory 55), it is estimated that the power consumption by the electrical component is a cause of power supply shortage. . When the FC operation mode is the long-term stop mode, it is estimated that the FC electrolyte membrane is dry.
The cause thus estimated is displayed on the display device 80 via the display controller 65 (step 25).

FIG. 6 shows a display example of the display device 80 of the embodiment.
The display device 80 includes a touch panel display, and includes a cause display unit 81, an output state display unit 83, a travel mode selection unit 85, and a travel mode arrival time display unit 87 from the upper edge side.
The cause display unit 81 displays the cause of the power supply shortage estimated by the cause estimation unit 63 of the display control unit 40. In the example of FIG. 6, the “LowTemp” lamp is lit and displayed due to the low temperature of the FC. When the power supplied from the power supply satisfies the power required to execute the traveling mode, none of the lamps of the cause display unit 81 is lit. Note that the “HighTemp” lamp indicates that the FC is hot, the “DRY” lamp indicates that the FC is dry, and the “electrical” lamp indicates that the power consumption by the electrical component exceeds the threshold. Based on the output from the cause estimation part 63, it displays.

The output state display unit 83 displays power that can be supplied from the power source specified by the power source power specifying unit 44. In this embodiment, the power is expressed as a percentage of the maximum output of FC.
The travel mode selection unit 85 includes selection buttons for “city travel”, “high speed travel”, and “uphill travel”, and the driver can select an arbitrary travel mode by touching the button. The above-described determination is made for the travel mode selected by the travel mode selection unit 85, and the time and cause required to execute the travel mode are displayed.

The travel mode arrival time display unit 87 displays the time estimated by the travel mode arrival time estimation unit 61. In the example of FIG. 6, the power that can be supplied from the power supply device is 30%, but 40% of power is required to execute the city driving mode. On the other hand, when the temperature of the FC is X ° C. and it is estimated that it takes 4 minutes for the FC in this state to generate an output of 40%, the travel mode arrival time display section 87 Will display “4 more minutes”. In the state of FIG. 6, two minutes have passed since the start, the display on the display unit is “two minutes left”, and the bar graph below it visually represents the passage of time.
Similarly, 60% power is required to execute the high-speed driving mode. On the other hand, if the temperature of the FC is X ° C. and it is estimated that it takes 5 minutes for the FC in this state to generate an output of 60%, the travel mode arrival time display section 87 Will display “5 more minutes”. In the state of FIG. 6, two minutes have passed since the start, the display on the display unit is “3 minutes remaining”, and the bar graph below it visually represents the passage of time.
Moreover, 80% of electric power is required to execute the uphill running mode. On the other hand, if the temperature of the FC is X ° C. and it is estimated from the relationship shown in FIG. 7 that the FC in this state generates 80% output, it is estimated that it takes 7 minutes. Will display “7 more minutes”. In the state of FIG. 6, two minutes have passed since the start, the display on the display section is “5 minutes remaining”, and the bar graph below it visually represents the passage of time.
According to such a display device 80, in a state where the maximum output cannot be obtained in the fuel cell, the driver can easily grasp the state.

  The present invention is not limited to the description of the embodiments and examples of the invention described above. Various modifications may be included in the present invention as long as those skilled in the art can easily conceive without departing from the description of the scope of claims.

(First aspect)
A power supply power specifying device for specifying power that can be supplied from a power supply device including a fuel cell to a vehicle drive device;
A determination device that compares the power specified by the power supply power specifying device with the power required for the vehicle driving mode, and determines whether or not the driving mode is executable;
An output device for outputting a determination result of the determination device;
A state output device for a vehicle fuel cell device comprising:
(Second aspect)
The state output device for a vehicle fuel cell device according to (first aspect), further comprising a travel mode selection device that selects a travel mode to be determined by the determination device from a plurality of travel modes. .
(Third aspect)
A time estimation device for estimating a time required for the travel mode to be executable when the determination device determines that the travel mode cannot be performed;
The vehicle fuel cell device state according to (first aspect) or (second aspect), further comprising: a time output device that outputs a time of an estimation result by the time estimation device Output device.
(Fourth aspect)
When it is determined by the determination device that the execution of the travel mode is impossible, a cause estimation device that estimates the cause of the inability to execute,
The vehicle fuel cell device according to any one of (first aspect) to (third aspect), further comprising: a cause output device that outputs an estimation result by the cause estimation device. Status output device.

DESCRIPTION OF SYMBOLS 1 State output device 10 Input part 21 Fuel cell 22 Auxiliary electric power 40 Display control part 44 Power supply electric power specific | specification part 46 Determination part 61 Traveling mode arrival time estimation part 63 Cause estimation part 80 Display apparatus

Claims (4)

A power supply power specifying device for specifying power that can be supplied from the power supply device to the vehicle drive device;
A determination device that compares the power specified by the power supply power specifying device with the power required for the vehicle driving mode, and determines whether or not the driving mode is executable;
An output device for outputting a determination result of the determination device;
A status output device for a power supply device comprising:   The state output device for a power supply device according to claim 1, further comprising a travel mode selection device that selects a travel mode to be determined by the determination device from a plurality of travel modes. A time estimation device for estimating a time required for the travel mode to be executable when the determination device determines that the travel mode cannot be performed;
The state output device for a power supply device according to claim 1, further comprising: a time output device that outputs a time of an estimation result by the time estimation device. When it is determined by the determination device that the execution of the travel mode is impossible, a cause estimation device that estimates the cause of the inability to execute,
The state output device for a power supply device according to any one of claims 1 to 3, further comprising a cause output device that outputs an estimation result by the cause estimation device.

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