JP2011229356A - Electric drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify control in a controller and to miniaturize an electric power generator while improving generation efficiency.SOLUTION: An electric drive vehicle includes an electric storage, the electric power generator, a driving motor 11, a path setting processing means setting a path, a consumption-energy computing processing means computing a consumption energy in traveling on the path, and a traveling-time computing processing means computing a traveling time in traveling on the path. The electric drive vehicle further includes an energy-storage computing processing means computing an energy storage on the basis of the present residual capacity, residual minimum capacity and consumption energy of the electric storage, and a generating-condition holding decision processing means deciding whether or not generating conditions hold on the basis of the consumption energy and the energy storage. The electric drive vehicle further includes a generating processing means generating an electricity by a substantially fixed output by the electric power generator when the generating conditions hold. The output of the electric power generator need not be adjusted in response to loads.

Description

  The present invention relates to an electrically driven vehicle.

  Conventionally, an electric drive vehicle such as an electric vehicle, for example, an electric vehicle includes a vehicle drive device, in which the drive motor is driven by a current supplied from a battery as a power storage device, and the torque of the drive motor, That is, it is made to drive | work by generating a drive motor torque and transmitting a drive motor torque to a drive wheel.

  However, in the battery, the energy density representing the capacity per unit weight cannot be made sufficiently high. Therefore, when the electric vehicle is driven using the current supplied from the battery, the cruising distance is increased. I can't. In order to increase the cruising distance, it is necessary to increase the capacity of the battery. In this case, not only the battery is increased in size but also the weight of the battery is increased. As a result, the electric vehicle becomes larger and the weight of the electric vehicle increases.

  Therefore, a hybrid type vehicle as an electrically driven vehicle including a battery and a power generation device is provided so that the cruising distance can be increased. In the hybrid type vehicle, when the remaining capacity of the battery, that is, the remaining battery capacity reaches a remaining minimum capacity that is a value at which the battery cannot be discharged any more, power generation by the power generator is started. (For example, refer to Patent Document 1).

JP-A-6-14407

  However, in the conventional hybrid type vehicle, the driving performance can be sufficiently increased by the output of the battery, but in order to secure energy for extending the cruising distance, it is necessary to mount a battery having a large energy capacity. There is.

  Further, in the conventional hybrid type vehicle, it is necessary to adjust the output of the power generation device in accordance with the load, so that the control in the control unit becomes complicated and the power generation device not only increases in size but also increases in power generation efficiency. Will be lower.

  The present invention solves the problems of the conventional hybrid vehicle, can reduce the energy capacity of the power storage device, can simplify the control in the control unit, and can reduce the size of the power generation device. An object of the present invention is to provide an electrically driven vehicle that can increase power generation efficiency.

  Therefore, in the electrically driven vehicle of the present invention, the power storage device, the power generation device, the drive motor connected to the power storage device and the power generation device and driven by the power from the power storage device and the power generation device, and the departure place Route setting processing means for setting a route to the destination, consumption energy calculation processing means for calculating energy consumption when traveling along the route, and travel time calculation processing means for calculating travel time when traveling along the route And storage energy calculation processing means for calculating stored energy based on the current remaining capacity, remaining minimum capacity and consumed energy of the power storage device, and whether or not a power generation condition is satisfied based on the consumed energy and stored energy Power generation condition establishment determination processing means for determining the power generation condition, and when the power generation condition is satisfied, the power generation device generates a predetermined output with a substantially constant output. And a power generation process means for generating electric power for charging time.

  According to the present invention, in the electrically driven vehicle, the power storage device, the power generation device, the drive motor connected to the power storage device and the power generation device and driven by the power from the power storage device and the power generation device, and the departure place Route setting processing means for setting a route to the destination, consumption energy calculation processing means for calculating energy consumption when traveling along the route, and travel time calculation processing means for calculating travel time when traveling along the route And storage energy calculation processing means for calculating stored energy based on the current remaining capacity, remaining minimum capacity and consumed energy of the power storage device, and whether or not a power generation condition is satisfied based on the consumed energy and stored energy Power generation condition establishment determination processing means for determining the power generation condition, and when the power generation condition is satisfied, the power generation device generates a predetermined power generation with a substantially constant output. And a power generation process means for generating electric power for generating electric power for a period.

  In this case, whether or not the power generation condition is satisfied is determined based on the consumed energy and the stored energy, and when the power generation condition is satisfied, the power generation device generates power with a substantially constant output for a predetermined power generation time. It is not necessary to adjust the output according to the load, and not only can the control in the control unit be simplified, but also the power generation device can be reduced in size, and the power generation efficiency of the power generation device can be increased. In addition, the cruising distance can be increased.

  Then, by using a power storage device with a small energy capacity, securing an output for enhancing the running performance of the electrically driven vehicle, and driving the power generation device with a substantially constant output over a predetermined power generation time, the energy that is insufficient Therefore, not only the power generation device but also the power storage device can be reduced in size, and the cruising distance can be further increased.

It is a figure which shows the vehicle drive device in the 1st Embodiment of this invention. It is a conceptual diagram of the hybrid type vehicle in the 1st Embodiment of this invention. It is a main flowchart which shows operation | movement of the control part in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the information acquisition process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the consumption energy and travel time calculation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the electrical storage apparatus energy calculation process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the electric power generation | occurrence | production availability judgment processing in the 1st Embodiment of this invention. It is a figure which shows the example of the log | history information table in the 1st Embodiment of this invention. It is a figure showing the relationship between the travel distance and battery remaining charge in the 1st Embodiment of this invention. It is a 1st time chart which shows transition of the output of the electric power generating apparatus in the 1st Embodiment of this invention, and a battery remaining charge. It is a 2nd time chart which shows transition of the output of the electric power generating apparatus and battery remaining charge in the 1st Embodiment of this invention. It is a conceptual diagram of the hybrid type vehicle in the 2nd Embodiment of this invention. It is a figure which shows the vehicle drive device in the 2nd Embodiment of this invention. It is a figure which shows the drive system of the carbon dioxide gas engine in the 2nd Embodiment of this invention. It is a figure which shows the subroutine of the electric power generation possibility determination process in the 2nd Embodiment of this invention. It is a time chart which shows transition of the output of the electric power generating apparatus and battery remaining charge in the 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a hybrid vehicle as an electrically driven vehicle will be described.

  FIG. 2 is a conceptual diagram of the hybrid vehicle according to the first embodiment of the present invention.

  In the figure, WL and WR are wheels that function as drive wheels, and 11 is a drive motor (M) as a drive source connected to the wheels WL and WR and as an electric machine. By transmitting the rotation generated by driving the drive motor 11 to the wheels WL and WR, the hybrid vehicle can be run.

  When the hybrid vehicle is a front wheel drive system, the wheels WL and WR are front wheels, the rear wheels are driven wheels, and when the hybrid vehicle is a rear wheel drive system, the wheels WL and WR are rear wheels. The front wheel becomes the driven wheel. When the hybrid type vehicle is a four-wheel drive system, the drive motor 11 is connected to the front wheels and the rear wheels. In the present embodiment, the drive motor 11 is connected to the wheels WL and WR, and the wheels WL and WR are rotated by driving the drive motor 11, but each wheel of the front and rear wheels is rotated. It is possible to incorporate a drive motor integrally and to drive each drive motor independently to rotate the wheels.

  Further, 13 is connected to the drive motor 11 and an inverter as a drive unit for driving the drive motor 11, 14 is a battery as a first power source connected to the inverter 13 and as a power storage device, 15 Is a fuel cell as a second power source connected to the inverter 13 and as a power generator, and 16 is a plug as a connecting element connected to the battery. The battery 14 can be charged by inserting the plug 16 into, for example, a household commercial power outlet.

  The inverter 13 includes a DC / DC converter (not shown) as a voltage converter and a plurality of transistors (not shown) as, for example, six switching elements. The DC / DC converter changes the output voltage of the battery 14 or the fuel cell 15 to a predetermined voltage, and the transistors are united to form a transistor module (IGBT) for each phase, which will be described later. The direct current supplied from the battery 14 or the fuel cell 15 is turned on / off by a drive signal sent from the control unit, converted into a three-phase alternating current, and supplied to the drive motor 11. In the present embodiment, the DC / DC converter is built in the inverter 13, but can be arranged independently of the inverter 13.

  In the present embodiment, a lithium ion battery is used as the battery 14. In the present embodiment, a battery is used as the power storage device, but a capacitor can be used instead of the battery.

  In addition, it is possible to travel to the destination by supplying current to the drive motor 11, and the traveling performance on the flat road, the uphill road, etc. of the hybrid vehicle, and the acceleration performance at the time of acceleration of the hybrid vehicle. The battery 14 retains sufficient power so that it can be sufficiently high. In the present embodiment, the energy density is 0.1 [kwh / kg] or more and the output density is 1 [kwh / kg]. That's it.

  The weight of the battery 14 is set within the allowable range of the battery 14 based on the maximum output required for the hybrid vehicle and the performance of the battery 14 (the maximum output is determined when the vehicle weight and the vehicle travel). It is calculated by the resistance (air resistance, rolling resistance, climbing resistance, acceleration resistance, etc.) applied to the hybrid type vehicle.

  For example, in the case of a hybrid vehicle having a vehicle weight of about 1000 kg, the maximum output required to ensure the power performance of the hybrid vehicle is 40 to 60 kw, and the weight of the battery 14 is 40 to 40 kg. 60 [kg]. In a conventional electric vehicle, if the cruising distance is 300 to 500 [km], the energy required for the electric vehicle to travel is about 0.1 [kwh / kg], so the weight required for the battery 14 Becomes 300 to 500 kg. In the present embodiment, charging the battery 14 with the fuel cell 15 can supplement the energy required for running, so the weight of the battery 14 is 1/8 compared to the weight of the battery mounted on the electric vehicle. Can be reduced to ˜1 / 5.

  Further, in the present embodiment, a polymer electrolyte fuel cell (PEFC) is used as the fuel cell 15, but instead of the polymer electrolyte fuel cell, a phosphoric acid fuel cell (PAFC), a solid oxide fuel cell 15 is used. A physical fuel cell (SOFC), a hydrazine fuel cell, a direct methanol fuel cell (DMFC), or the like can be used. In the present embodiment, a generator as a second electric machine driven by an engine can be used as the power generator instead of the fuel cell 15.

  By the way, when power generation by the fuel cell 15 is started as the remaining battery capacity reaches the remaining minimum capacity, it is necessary to adjust the output of the fuel cell 15 according to the load. In addition, the fuel cell 15 is enlarged and the power generation efficiency is lowered.

  Therefore, in the present embodiment, the energy consumed when the hybrid vehicle travels, that is, the difference between the consumed energy and the remaining battery capacity, so that the fuel cell 15 can be driven at a high power generation efficiency. Accordingly, power generation by the fuel cell 15 is performed.

  In this case, in order to drive the fuel cell 15 in a place where the power generation efficiency is high, the fuel cell 15 is in a normal driving state on the characteristic curve representing the relationship between the current and voltage of the fuel cell 15, that is, on the current-voltage characteristic curve. When driven by, the current is made lower than a predetermined value or the voltage is made higher than a predetermined value. That is, for example, when viewed from the unit electrode of the fuel cell 15, the current is set to 0.2 [A] or lower, or the voltage is set to 0.8 [V] or higher. When a generator is used instead of the fuel cell 15, the generator is driven so as to maintain the maximum efficiency or a value in the vicinity thereof.

  In this embodiment, the time for driving the fuel cell 15 at a high power generation efficiency or the time for driving the generator so as to maintain the maximum efficiency or a value in the vicinity thereof is set as the power generation time and is controlled. The

  Next, a vehicle drive device for generating power by a fuel cell in a hybrid vehicle will be described.

  FIG. 1 is a diagram showing a vehicle drive device according to a first embodiment of the present invention.

  In the figure, reference numeral 21 denotes a control unit as a first control unit that controls the entire hybrid vehicle, and detects the control unit 21, the inverter 13, the battery 14, the fuel cell 15, and the remaining battery level. A battery remaining amount sensor 23 as a remaining capacity detection unit, a vehicle speed sensor 24 as a vehicle speed detection unit for detecting a vehicle speed, and a navigation device 27 are connected, and the inverter 13 and the drive motor 11 are connected.

  The control unit 21 includes a CPU 31 as an arithmetic device, a RAM 32 used as a working memory when the CPU 31 performs various arithmetic processes, a ROM 33 in which various data are recorded, in addition to a control program.

  The navigation device 27 includes a navigation control unit 34 that controls the entire navigation device 27, and the navigation control unit 34 includes a CPU, a RAM, a ROM, and the like, similar to the control unit 21.

  The navigation control unit 34, a GPS sensor 35 as a current position detection unit for detecting the current position and direction of the hybrid vehicle, and a data recording unit 36 as an information recording unit in which various types of information are recorded in addition to map data. In addition to functioning as an operation unit (input unit) for performing a predetermined input when operated by a driver who is an operator, various displays are performed on a screen (not shown) to notify the driver An operation / display unit 37 that functions as a display unit (output unit), a communication unit 38 as a transmission / reception unit that functions as a communication terminal, and the like are connected.

  In the map data, intersection data relating to intersections (including branching points), road data as road information relating to roads connecting the intersections and road links constituting the roads, facility data relating to various facilities, and routes are searched. The search data and the like processed for the purpose are recorded.

  The communication unit 38 receives various information such as traffic information and general information sent from a road traffic information center (not shown) such as a VICS (registered trademark) center as an information provider. The traffic information includes traffic jam information, regulation information, parking lot information, traffic accident information, service area congestion status information, and the like, and general information includes news, weather forecasts, and the like. The communication unit 38 can receive various information such as traffic information and general information from the information center.

  The control unit 21, the navigation control unit 34, the CPU 31, and the like constitute a computer, and the data recording unit 36, the RAM 32, the ROM 33, and the like constitute a storage device or a recording medium. An MPU or the like can be used instead of the CPU 31 as the arithmetic unit.

  Next, the basic operation of the navigation device 27 will be described.

  First, when the navigation device 27 is activated by the operation of the operation / display unit 37 by the driver, the navigation information acquisition processing means of the CPU (hereinafter simply referred to as “CPU”) of the navigation control unit 34 performs navigation information acquisition processing. The map data is read out and acquired from the data recording unit 36 or received from an information center or the like via the communication unit 38 and acquired.

  Next, the matching processing means of the CPU performs matching processing, reads the current position from the GPS sensor 35, reads road data from the map data, and the current position is on any road link based on the current position and the road data. The current position is specified by determining whether it is located. Then, the display processing means of the CPU performs display processing, forms a map screen on the operation / display unit 37, and displays the current position, a map around the current position, and the vehicle direction on the map screen.

  When the driver operates the operation / display unit 37 and inputs a predetermined point as a destination, the destination setting processing means of the CPU performs destination setting processing and sets the destination.

  Then, when the driver operates the operation / display unit 37 and inputs a condition for searching for a route, that is, a search condition, the route search processing means of the CPU performs a route search process, and the current position, purpose In addition to reading the location, search conditions, etc., the search data is read from the map data, and based on the current position, the destination and the search data, the route from the departure point to the destination represented by the current position is searched using the search conditions. The route data representing the searched route is output. A route having the smallest total link cost assigned to each road link is set as a searched route.

  Next, the guidance processing means of the CPU performs guidance processing, reads the route data, displays the searched route on the map screen according to the route data, and outputs the searched route by voice if necessary. Give guidance.

  Next, the operation of the control unit 21 will be described.

  FIG. 3 is a main flowchart showing the operation of the control unit in the first embodiment of the present invention, FIG. 4 is a diagram showing a subroutine for information acquisition processing in the first embodiment of the present invention, and FIG. FIG. 6 is a diagram showing a subroutine of energy consumption / travel time calculation processing in the first embodiment, FIG. 6 is a diagram showing a subroutine of power storage device energy calculation processing in the first embodiment of the present invention, and FIG. The figure which shows the subroutine of the power generation possibility judgment processing in 1st Embodiment, FIG. 8 is a figure which shows the example of the log | history information table in 1st Embodiment of this invention, FIG. 9 is 1st Embodiment of this invention FIG. 10 is a diagram illustrating the relationship between the travel distance and the remaining battery level in the embodiment, FIG. 10 is a first time chart showing the transition of the output of the power generation device and the remaining battery level in the first embodiment of the present invention, and FIG. Is output and a second time chart showing changes in the battery residual quantity of the power generation device according to the first embodiment of the present invention. In FIG. 9, the horizontal axis represents the travel distance (travel time), and the vertical axis represents the remaining battery charge SOC.

  First, an information acquisition processing unit (not shown) of the CPU 31 performs an information acquisition process (step S1). From the navigation control unit 34, a destination, a current position, map data (road data, etc.), route data, traffic information, general information Information etc. are acquired by reading as navigation information (steps S1-1 to S1-3). In the present embodiment, the information acquisition processing means acquires the current position, map data, route data, traffic information, general information, and the like from the navigation control unit 34 by reading them as navigation information. However, for map data, pre-recorded map data can be read out from the ROM 33. For route data, traffic information, general information, etc., the current position input by the operation of the operation / display unit 37 by the driver, Route data, traffic information, general information, etc. can be read out.

  Then, the route acquisition processing means as the route setting processing means of the information acquisition processing means performs a route acquisition process as a route setting process, and reads the route data, so that the hybrid from the starting point Ps to the destination Pe is obtained. The route Rt for traveling the type vehicle is acquired (set) (step S1-4).

  Subsequently, the consumption energy / travel time calculation processing means as the power generation necessity determination index calculation processing means (not shown) of the CPU 31 performs the consumption energy / travel time calculation processing as the power generation necessity determination index calculation processing. The energy consumption when traveling on the route Rt is predicted and calculated, and the time required for the hybrid vehicle to travel on the route Rt, that is, the travel time is predicted and calculated (step S2). The consumed energy is a first determination index for determining whether or not it is necessary to generate power by the fuel cell 15, and the travel time can be generated by the fuel cell 15 during traveling. This is a second determination index for determining whether or not.

  For this purpose, the intermediate destination determination processing means of the energy consumption / travel time calculation processing means performs intermediate destination determination processing, and a point where the driver stops on the route Rt (stop point) is an intermediate destination, that is, Then, it is determined whether or not the intermediate destination is set (step S2-1). When the intermediate destination is set, the trip setting processing means of the consumed energy / travel time calculating processing means performs a trip setting process. And by dividing the route Rt at each intermediate destination, a plurality of trips TRi (i = 1, 2,..., N) are set (step S2-2). In this case, the trip TR1 is a route portion from the starting point Ps to the first intermediate destination, and the trip TRn is a route portion from the last intermediate destination to the final destination, that is, the destination Pe that is the final destination. It is.

  Subsequently, the section setting processing means of the consumption energy / travel time calculation processing means performs section setting processing, reads road data, traffic information, etc., and based on the fluctuations in the travel environment such as road conditions, traffic jams, etc. By dividing the trip TRi, a plurality of sections kij (i = 1, 2,..., N: j = 1, 2,..., M) are set (step S2-3). In this case, the section average vehicle speed vij (i = 1, 2,..., N: j = 1, 2,..., M) representing the average vehicle speed when the hybrid vehicle travels in each section kij, travels in each section kij. Section consumption energy Eij (i = 1, 2,..., N: j = 1, 2,..., M) representing the consumption energy when traveling, and section traveling time Tij representing the traveling time when traveling in each section kij Since (i = 1, 2,..., N: j = 1, 2,..., M) can be predicted and calculated for each section kij, the accuracy of the energy consumption / travel time calculation process can be increased. it can. When there is no variation in the traveling environment, it is not necessary to divide trip TRi.

  Subsequently, the history information determination processing means of the consumption energy / travel time calculation processing means performs history information determination processing, and when the hybrid type vehicle is actually traveled, the section average vehicle speed vij, section consumption energy Eij, section It is determined whether or not history information based on actual measurement values such as the travel time Tij is recorded in the RAM 32 (step S2-4). In this case, the measured values of the section average vehicle speed vij, section consumption energy Eij, section travel time Tij, and the like are calculated based on detected values of the vehicle speed, travel time, and the like each time the hybrid vehicle travels through each section kij. As shown in FIG. 8, the history information matrix is recorded in the history information table of the RAM 32 by overwriting. In the history information table, in addition to the section average vehicle speed vij, section consumption energy Eij, and section travel time Tij, a trip storage energy Bi (representing stored energy of the battery 14 for the hybrid vehicle to travel each trip TRi) i = 1, 2,..., n), and the estimated charge ΔSOCi (i = 1, 2,..., n) representing the remaining amount of battery that the hybrid vehicle can obtain by charging at each intermediate destination is the history information. It is recorded together.

  When history information is recorded in the RAM 32, history information acquisition processing means of the consumption energy / travel time calculation processing means performs history information acquisition processing, and from the RAM 32, average vehicle speed vij, travel time Tij, and consumption energy Eij. Is read (step S2-5).

  When the history information is not recorded in the RAM 32, the predicted value calculation processing means of the consumed energy / travel time calculation processing means performs a predicted value calculation process to determine the section average vehicle speed vij, the section travel time Tij, and the section consumption energy Eij. Is calculated as a predicted value.

For this purpose, the parameter calculation processing means of the predicted value calculation processing means performs parameter calculation processing, reads road data, traffic information, and the like, and determines each section kij based on the road conditions, travel environment, etc. in each section kij. Is calculated based on the distance Lij (i = 1, 2,..., N: j = 1, 2,..., M) and the section average vehicle speed vij of each section kij, Section travel time Tij
Tij = Lij / vij
Is calculated (step S2-6).

  Next, the predicted value calculation processing means within trip of the predicted value calculation processing means performs a predicted value calculation process within trip, and trip consumption energy Ei (i = 1, 2) representing energy consumption when traveling on each trip TRi. ,..., N), and trip travel time Ti (i = 1, 2,..., N) representing the travel time when traveling on each trip TRi is calculated (step S2-7).

For this purpose, the in-trip predicted value calculation processing means firstly applies resistances Fij (i = 1, 2,..., N: j = 1, 2,..., M applied to the hybrid vehicle when traveling in each section kij. ) Is calculated. The resistance Fij has an air resistance in each section kij as Faij (i = 1, 2,..., N: j = 1, 2,..., M), and a rolling resistance in each section kij as Frij (i = 1, 2). ,..., N: j = 1, 2,..., M), and the uphill resistance in each section kij is Fsij (i = 1, 2,..., N: j = 1, 2,..., M). When the acceleration resistance in kij is Fvij (i = 1, 2,..., n: j = 1, 2,..., m),
Fij = Faj + Fij + Fsij + Fvij
It is represented by

The air resistance Faij is a resistance received from the air while the hybrid vehicle travels in each section kij, an air density is ρ, an air resistance coefficient is Cd, and a projected area when the hybrid vehicle is viewed from the front Is A,
Faij = (1/2) ρ · Cd · A · vij
Can be expressed as The rolling resistance Frij is a resistance generated by friction between the tire and the road surface while the hybrid vehicle travels in each section kij. The friction coefficient between the tire and the road surface in each section kij is expressed as μrij (i = 1, 2,..., N: j = 1, 2,..., M), the mass of the hybrid vehicle is m, and the gravitational acceleration is g.
Frij = μrij · m · g
Can be expressed as The uphill resistance Fsij is a resistance generated as the hybrid vehicle travels on the uphill road while traveling in each section kij, and the gradient in each section kij is expressed as θij (i = 1, 2, ..., n: j = 1, 2, ..., m),
Fsij = m · g · sinθij
Can be expressed as Further, the acceleration resistance Fvij is a resistance generated along with acceleration while the hybrid vehicle travels in each section kij, and an average acceleration in each section kij is expressed as αij (i = 1, 2,..., N: j = 1, 2, ..., m),
Fvij = m · g · αij
Can be expressed as The friction coefficient μrij and the gradient θij are recorded in the data recording unit 36 as road data.

When the resistance Fij is thus calculated, the in-trip predicted value calculation processing means adds the section travel time Tij for each trip TRi, and the trip travel time Ti (i = 1, 2 for each trip TRi). ,..., N) and the section energy consumption Eij in each section kij (i = 1, 2,..., N: j = 1, 2,..., M)
Eij = Fij · vij · Tij
And the trip energy Eij is added for each trip TRi to calculate the trip consumption energy Ei (i = 1, 2,..., N) in each trip TRi.

  Subsequently, the predicted value recording processing means of the consumed energy / travel time calculation processing means performs predicted value recording processing, and records the predicted values of the section average vehicle speed vij, section travel distance Tij, and section consumption energy Eij in the RAM 32 ( Step S2-8). Therefore, a prediction value table is set in the RAM 32 separately from the history information table.

  Next, the consumption energy calculation processing means of the consumption energy / travel time calculation processing means performs a consumption energy calculation process, and when history information is recorded in the RAM 32, the trip consumption energy Ei in each trip TRi of the history information table. To calculate the consumption energy σE, and if no history information is recorded in the RAM 32, the trip consumption energy Ei for each trip TRi in the prediction value table is added to calculate the consumption energy σE (step S2- 9).

  Further, the travel time calculation processing means of the consumed energy / travel time calculation processing means performs travel time calculation processing, and when history information is recorded in the RAM 32, the trip travel time Ti in each trip TRi of the history information table is calculated. In addition, the travel time σT is calculated. When no history information is recorded in the RAM 32, the travel time σT is calculated by adding the trip travel time Ti for each trip TRi in the prediction value table (step S2-10). ).

  Note that the history information can be updated to the history information table after the hybrid type vehicle starts to travel. For this purpose, a travel determination processing means (not shown) of the CPU 31 performs a travel determination process to determine whether or not the travel of the section has ended. In this case, when the travel of the section is finished, the actual value recording processing means (not shown) of the CPU 31 performs the actual value recording process, and the actual values such as the section average vehicle speed vij, the section consumption energy Eij, and the section travel time Tij are obtained. Recording is performed by overwriting in the history information table in the RAM 32. In the present embodiment, the actual value recording processing means records the actual value every time the travel of the section is completed. Or you can record when you reach.

  Further, a deviation calculation processing means as a comparison processing means of the consumed energy / running time calculation processing means performs a deviation calculation processing as a comparison process, and is recorded in the history information recorded in the history information table and the predicted value table. It is possible to calculate the deviation of each value in the comparison result. In this case, the calculated value correction processing means of the consumed energy / travel time calculation processing means performs a calculated value correction process, and corrects the consumed energy σE and the travel time σT based on the calculated deviation.

  In the intermediate destination determination process, if it is determined that no intermediate destination is set, the parameter calculation processing means reads road data, traffic information, etc., and the conditions of roads in the route Rt, traffic jams, etc. The route average vehicle speed when traveling on the route Rt is calculated based on the route Rt, and the route travel time is calculated based on the distance of the route Rt and the route average vehicle speed (step S2-11). In this case, the parameter calculation processing means functions as travel time calculation processing means, and performs travel time calculation processing.

  Subsequently, the consumption energy calculation processing means calculates the consumption energy σE when traveling on the route Rt based on the resistance applied to the hybrid vehicle when traveling on the route Rt, the route average vehicle speed, and the route traveling time. (Step S2-12).

  Next, the power storage device energy calculation processing unit (not shown) of the CPU 31 performs power storage device energy calculation processing, and calculates the energy that can be used in the battery 14, that is, the stored energy B, until the destination Pe is reached (step S31). S3). In this case, when there is an intermediate destination on the route Rt, the storage capacity W of the battery 14 (determined by the specifications of the battery 14, the years of use, etc.) is stored so that it can be used separately for each trip TRi. Energy B is calculated.

  For this purpose, the remaining capacity acquisition processing means of the energy storage device energy calculation processing means performs a remaining capacity acquisition process and reads the current battery remaining amount SOCpr from the battery remaining amount sensor 23 before the hybrid vehicle starts running. Then, the remaining minimum capacity XO determined by the specifications of the battery 14 and the storage capacity W of the battery 14 are read from the ROM 33 (step S3-1).

  Next, the intermediate destination determination processing means of the power storage device energy calculation processing means performs intermediate destination determination processing to determine whether or not an intermediate destination is set on the route Rt (step S3-2).

  When an intermediate destination is set on the route Rt, the battery remaining amount increase calculation processing means of the power storage device energy calculation processing means performs battery remaining amount increase calculation processing, refers to the facility data, and each intermediate purpose There is a charging spot as a charging facility, and the intermediate destination (hereinafter referred to as “intermediate destination for charging”) that the driver intends to charge at the charging spot in setting the intermediate destination. , Read the charging capacity of the charging facility, and based on the charging capacity, the stop time at the intermediate destination, etc., the increment ΔSOCi ′ (i ′ = 1, 2) of the remaining battery level obtained by charging within the allowable range of the battery 14 ,..., N-1) are calculated (step S3-3). Note that the increment ΔSOCi ′ is set to zero (0) when there is no charging spot at the intermediate destination and when the driver does not intend to perform charging even if there is a charging spot.

  Further, when an intermediate destination is set on the route Rt, each trip according to the consumed energy Ei in each trip TRi so that the remaining battery level becomes the remaining minimum capacity XO when the final destination is reached. A lower limit SOCmi (i = 1, 2,..., N) of the remaining battery level at the time when traveling in TRi ends is calculated.

  For this purpose, the lower limit value calculation processing means of the power storage device energy calculation processing means performs a lower limit value calculation process to determine the current battery remaining amount SOCpr, the remaining minimum capacity XO, and the consumed energy Ei (i = 1, 2 in each trip TRi). ,..., N) and the increment ΔSOCi ′ obtained at each intermediate charging destination are read, and the lower limit SOCmi of the remaining battery charge SOC in each trip TRi is calculated (step S3-4). The lower limit SOCmn in the trip TRn is set to the remaining minimum capacity XO.

By the way, the consumed energy Ei in each trip TRi is proportional to the amount of change in the battery remaining SOC, and the ratio γ of the amount of change in the remaining battery SOC with respect to the consumed energy Ei is obtained by charging at the specification and intermediate destination of the battery 14. Since it takes a constant value determined by the increment ΔSOCi ′
γ = E1 / (SOCpr−SOCm1)
= E2 / (SOCm1 + ΔSOC1-SOCm2)
= E3 / (SOCm2 + ΔSOC2-SOCm3)
...
= En / (SOCm (n-1) + ΔSOC (n-1) -XO)
It is. Since the current remaining battery charge SOCpr, the remaining minimum capacity XO, the energy consumption Ei in each trip TRi, and the increment ΔSOCi ′ are known, the lower limit SOCmi in each trip TRi can be calculated from the above formula.

Subsequently, the trip storage energy calculation processing means of the power storage device energy calculation processing means performs the trip storage energy calculation processing, and the stored energy that can be used in each trip TRi, that is, the trip storage energy Bi (i = 1, 2, ..., n)
B1 = (SOCpr−SOCm1) · W
B2 = (SOCm1 + ΔSOC1-SOCm2) · W
B3 = (SOCm2 + ΔSOC2-SOCm3) · W
...
Bn = (SOCm (n−1) + ΔSOC (n−1) −SOCmn) · W
= (SOCm (n−1) + ΔSOC (n−1) −XO) · W
(Step S3-5).

  In this way, the remaining battery charge SOC can be changed as shown in FIG.

  Next, the first storage energy calculation processing means of the power storage device energy calculation processing means performs a first storage energy calculation process, adds the trip storage energy Bi, and the hybrid vehicle travels on the route Rt. Is calculated (step S3-6).

Then, when there is no intermediate destination in the intermediate destination determination process, the second energy storage calculation processing means of the power storage device energy calculation processing means performs the second energy storage calculation process and stores the energy storage σB
σB = (SOCpr−XO) · W
Is calculated (step S3-7).

  As described above, in the present embodiment, in the first and second energy storage calculation processes, the remaining battery SOC is set to the remaining minimum capacity XO when the hybrid vehicle reaches the destination Pe. The discharge efficiency of 14 can be increased.

  Next, the power generation condition establishment judgment processing means (not shown) of the CPU 31 performs power generation condition establishment judgment processing, reads the consumed energy σE and the stored energy σB, and determines whether or not the consumed energy σE is larger than the stored energy σB. Determines whether or not a condition for generating power by driving the fuel cell 15 while traveling on the route Rt, that is, a power generation condition is satisfied (step S4).

  When the energy consumption σE is greater than the stored energy σB and the power generation condition is satisfied, the power generation availability determination processing means (not shown) of the CPU 31 can perform the power generation availability determination processing and drive the fuel cell 15 to generate power. Is determined (step S5).

Therefore, the power generation time calculation processing means of the power generation possibility determination processing means can perform power generation time calculation processing to increase the power consumption efficiency σE, the stored energy σB, and the power generation efficiency when driving the fuel cell 15. Power generation time τ1 when a constant output P (determined by the specifications of the fuel cell 15) is read and power generation is performed at the output P
τ1 = (σE−σB) / P
Is calculated (step S5-1).

  Next, the power generation time determination processing means of the power generation possibility determination processing means performs power generation time determination processing, and when power generation is performed by the fuel cell 15 with the output P, power generation is performed before the hybrid vehicle reaches the destination Pe. Is determined by whether or not the power generation time τ1 is shorter than the travel time σT. If the power generation time τ1 is shorter than the travel time σT, the hybrid vehicle generates power before reaching the destination Pe. If it is determined that the power generation time τ1 is equal to or longer than the travel time σT, it is determined that the power generation cannot be completed before the hybrid vehicle reaches the destination Pe (step S5-2).

  When the hybrid vehicle can finish power generation before reaching the destination Pe, the power generation start / end time calculation processing means of the power generation availability determination processing means performs power generation start / end time calculation processing, and the travel time Based on σT, a time te at which the hybrid vehicle reaches the destination Pe is calculated, and the power generation start time t1 and the power generation end time t2 are calculated by reverse calculation from the time te (step S5-3).

  Further, in the power generation propriety determination process, when the power generation cannot be completed before the hybrid vehicle reaches the destination Pe, the output setting change processing means of the power generation propriety determination process means efficiently generates power until time te. An output setting change process is performed so that it can be performed (step S5-4). Then, after the fuel cell 15 is driven at the maximum output, the output setting of the fuel cell 15 is changed so as to be driven at a low output. If the power generation cannot be completed before the hybrid vehicle reaches the destination Pe, the navigation device 27 can guide the charging spot on the route Rt or in the vicinity thereof.

  Subsequently, a time determination processing unit (not shown) of the CPU 31 performs time determination processing, reads the current time, and the current time is a time within the range of the power generation time t from the power generation start time t1 to the power generation end time t2. It is determined whether or not there is (step S6). When the current time is within the range of the power generation time t, the power generation mode travel processing means as the power generation processing means (not shown) of the CPU 31 performs the power generation mode travel processing as the power generation processing, and from the power generation start time t1. During the power generation time t up to the power generation end time t2, the fuel cell 15 generates power with a substantially constant output (the output P) (step S7).

  When the power generation condition is not satisfied in the power generation condition establishment determination process, and when the current time is not a time within the range of the power generation time t in the time determination process, the EV mode travel processing means (not shown) of the CPU 31 is an EV mode. The running process is performed, and the drive motor 11 is driven to run the hybrid vehicle without generating power by the fuel cell 15 (step S8).

  If the power generation end time t2 and the time te to reach the destination Pe are equal, the remaining battery charge SOC changes as shown in FIG. 10, but the power generation time τ2 is short and the power generation end time t2 is the destination Pe. If the time is earlier than the time te when arriving at, the remaining battery charge SOC changes as shown in FIG. When the power generation ends at the power generation end time t2, the EV mode travel processing means does not generate power by the fuel cell 15 and drives the drive motor 11 to travel the hybrid type vehicle.

  Thus, in the present embodiment, the energy consumption σE when the hybrid vehicle travels on the route Rt is calculated, the stored energy σB that can be used in the battery 14 is calculated, and the consumed energy σE and the stored energy are calculated. Based on the difference from σB, power generation is performed by the fuel cell 15 with a substantially constant output P over a predetermined power generation time τ1, so there is no need to adjust the output of the fuel cell 15 according to the load, and the control unit 21 Not only can the control be simplified, the fuel cell 15 can be reduced in size, and the power generation efficiency of the fuel cell 15 can be increased. Moreover, the cruising distance by the battery 14 can be lengthened.

  Furthermore, even when the power generation cannot be completed until the destination Pe is reached, the power generation time τ1 when the power generation is performed at a substantially constant output P is calculated based on the difference between the consumed energy σE and the stored energy σB. By doing so, the setting of the output of the fuel cell 15 can be changed efficiently until time te. Therefore, the output fluctuation range of the fuel cell 15 for providing the necessary energy capacity can be reduced, and the power generation efficiency can be increased.

  By the way, in the present embodiment, the fuel cell 15 is used as a power generation device, and the fuel cell 15 is driven with a substantially constant output at a place where the power generation efficiency is high. However, in order to drive the fuel cell 15 at a place where the power generation efficiency is high, it is necessary to make the current lower than a predetermined value or make the voltage higher than the predetermined value on the current-voltage characteristic curve, and the control is complicated. turn into.

  Accordingly, a second embodiment of the present invention in which the power generator can be driven very easily with a substantially constant output will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 12 is a conceptual diagram of a hybrid vehicle according to the second embodiment of the present invention, and FIG. 13 is a diagram showing a vehicle drive device according to the second embodiment of the present invention.

  In the figure, 11 is a drive motor (M) as a drive source and as a first electric machine, 13 is connected to the drive motor 11, and a first drive circuit for driving the drive motor 11 ( An inverter as a drive unit), 45 is a generator (G) as a second electric machine, 46 is connected to the generator 45, and is an inverter as a second drive circuit for driving the generator 45, 47 Is a carbon dioxide engine (CE) as a reciprocating piston type expansion engine that functions as a power generation drive source for driving the generator 45 and a vaporization engine, and 48 is for driving the carbon dioxide engine 47 In this embodiment, as a medium for driving, that is, a drive medium, a tank (Tnk) as a medium containing portion containing carbon dioxide, 49 is the tank 48 and carbon dioxide gas. Flow path connecting the engine 47, 50 is a control valve as a valve member disposed in the flow path 49, 51 is a driver for switching the control valve 50. The generator 45 and the carbon dioxide engine 47 constitute a power generator.

  By the way, when carbon dioxide is placed under a high pressure at room temperature, for example, a temperature of 25 [° C.] and a pressure of about 6 [MPa], the liquid (liquid phase) in the first state, that is, liquefied carbon dioxide For example, when placed under a temperature of 0 [° C.] and an atmospheric pressure of about 0.1 [MPa], the second state of gas (gas phase), that is, carbon dioxide gas It becomes a state. When the liquefied carbon dioxide is vaporized (phase change) and becomes carbon dioxide, the volume of the carbon dioxide is increased by about 362 times. That is, carbon dioxide has an extremely high volume expansion property accompanying vaporization.

  Therefore, in the present embodiment, the liquefied carbon dioxide contained in the tank 48 is vaporized in the carbon dioxide gas engine 47 to produce carbon dioxide, and the volume expansion energy accompanying vaporization is converted into kinetic energy. .

  Next, a drive system for the carbon dioxide engine 47 will be described.

  FIG. 14 is a diagram showing a drive system for a carbon dioxide engine in the second embodiment of the present invention.

  In the figure, reference numeral 47 denotes a carbon dioxide engine. The carbon dioxide engine 47 is composed of a cylinder 55, a piston 56 as a reciprocating member disposed in the cylinder 55 so as to freely advance and retreat, and a connecting member connected to the piston 56. The rod 57 is provided. A first chamber 58, which is partitioned by the piston 56 into the cylinder 55, sealed on the head side, and communicated with the flow path 49, is opened to the atmosphere on the rod side. 59 is formed.

  Reference numeral 61 denotes a crankshaft rotatably connected to the tip of the rod 57, and the generator 45 is connected to the crankshaft 61. The crankshaft 61 functions as a motion direction conversion unit, and when the piston 56 is advanced or retracted, the linear motion of the piston 56 is converted into a rotational motion and transmitted to the generator 45 to rotate the rotor of the generator 45.

  Reference numeral 50 denotes a control valve. The control valve 50 is placed at positions A, B, and N as the solenoids sd1 and sd2 as valve drive elements are driven. The chamber 58 is communicated, the first chamber 58 is opened to the atmosphere at the position B, and the communication between the tank 48 and the first chamber 58 is blocked at the position N.

  In the present embodiment, when the driver 51 sends a valve drive signal to the solenoids sd1 and sd2 and drives the solenoids sd1 and sd2 to alternately place the control valve 50 at positions A and B, the carbon dioxide engine 47 is driven. The generator 45 is driven to generate power.

  Therefore, when the control valve 50 is placed at the position A, the liquefied carbon dioxide in the tank 48 passes through the flow path 49 and enters the first chamber 58 to be vaporized to become carbon dioxide gas. Along with this, the piston 56 is advanced in the cylinder 55. Further, when the control valve 50 is placed at the position B, the carbon dioxide gas in the first chamber 58 is discharged to the atmosphere. At this time, because the crankshaft 61 continues to rotate due to the inertia of the crankshaft 61, the generator 45, etc., the piston 56 is retracted in the cylinder 55.

  In this case, in the control valve 50, not only switching to the positions A and B but also adjusting the opening degree of the control valve 50, the amount of liquefied carbon dioxide flowing through the control valve 50, that is, the flow rate, and the control valve The pressure of the liquefied carbon dioxide discharged from 50 can be adjusted.

  Therefore, the output of the generator 45 can be made constant by making the flow rate and pressure of the liquefied carbon dioxide constant. Further, the output of the generator 45 can be changed by changing the flow rate and pressure of the liquefied carbon dioxide. Furthermore, the rotational speed, torque, etc. of the generator 45 can be controlled.

  Next, the operation of the control unit 21 when generating power with the generator 45 will be described.

  FIG. 15 is a diagram showing a subroutine of power generation propriety determination processing in the second embodiment of the present invention, and FIG. 16 is a time chart showing transition of the output of the power generation device and the remaining battery level in the second embodiment of the present invention. It is.

  In this case, when the power generation condition is satisfied in the power generation condition satisfaction determination process, the power generation possibility determination processing means determines whether or not the generator 45 and the carbon dioxide gas engine 47 can be driven to generate power (step S5). ).

Therefore, the power generation time calculation processing means of the power generation possibility determination processing means can increase the power consumption efficiency σE, the stored energy σB, and the power generation efficiency when driving the generator 45 and the carbon dioxide gas engine 47 to be substantially constant. The output Pg (determined by the specifications of the generator 45 and the carbon dioxide engine 47) is read, and the power generation time τ11 when power is generated with the output Pg.
τ11 = (σE−σB) / Pg
Is calculated (step S5-11).

  Next, the power generation time determination processing means of the power generation availability determination processing means generates power before the hybrid vehicle reaches the destination Pe when power is generated by the generator 45 and the carbon dioxide gas engine 47 with the output Pg. Whether the power generation time τ11 is shorter than the travel time σT is determined whether the power generation time τ11 is shorter than the travel time σT. If the power generation time τ11 is shorter than the travel time σT, the power generation is terminated before the hybrid vehicle reaches the destination Pe. If the power generation time τ11 is equal to or longer than the travel time σT, it is determined that the power generation cannot be completed before the hybrid vehicle reaches the destination Pe (step S5-12).

  When the power generation can be terminated before the hybrid vehicle reaches the destination Pe, the power generation start / end time calculation processing means of the power generation possibility determination processing means determines whether the hybrid vehicle is based on the travel time σT. The time te to reach the destination Pe is calculated, and the power generation start time t11 and the power generation end time t12 are calculated by calculating backward from the time te (step S5-13).

  Further, in the power generation propriety determination process, when the power generation cannot be completed before the hybrid vehicle reaches the destination Pe, the output setting change processing means of the power generation propriety determination process means efficiently generates power until time te. An output setting change process is performed so that it can be performed (step S5-14).

  In this case, when the power generation end time t2 and the time te to reach the destination Pe are equal, the remaining battery charge SOC changes as shown in FIG.

  In addition, in the tank 48, in order to detect the pressure, the liquid level, and the temperature of the liquefied carbon dioxide stored in the tank 48, the pressure sensor as the pressure detection unit, the liquid level sensor as the liquid level detection unit, and the temperature A temperature sensor as a detection unit is provided.

  Then, an energy monitoring processing unit (not shown) of the CPU 31 as the arithmetic device performs energy monitoring processing, reads the pressure, liquid level and temperature of the liquefied carbon dioxide, and based on the state of the liquefied carbon dioxide in the tank 48, the tank 48. Calculate and monitor the energy inside. Subsequently, a replenishment instruction processing unit (not shown) of the CPU 31 performs a replenishment instruction process to determine whether or not it is necessary to replenish liquefied carbon dioxide according to the traveling state of the hybrid vehicle and the energy in the tank 48. When replenishment is necessary, the driver is notified of this, or the driver is notified of a replenishment spot.

  Thus, in this embodiment, since the generator 45 can be driven by the carbon dioxide gas engine 47, it is possible to generate power very easily with a substantially constant output over a predetermined power generation time by the generator 45. .

  Further, in the carbon dioxide gas engine 47, the piston 56 is disposed in the cylinder 55 so as to be able to advance and retreat, and the crank shaft 61 is connected to the rod 57. The engine 47 can be used. Therefore, the cost of the hybrid type vehicle can be reduced.

  Moreover, since the energy density of liquefied carbon dioxide is about twice the energy density of the lithium ion battery, the cruising distance of the hybrid vehicle can be made longer than the cruising distance of the electric vehicle.

  Since carbon dioxide is used as the driving medium for the carbon dioxide engine 47, there is no need to perform exhaust processing on the carbon dioxide released into the atmosphere. Therefore, since the structure of the carbon dioxide gas engine 47 can be simplified, the cost of the hybrid vehicle can be further reduced.

  Carbon dioxide can be produced by using a by-product gas from a chemical plant or the like, or can be produced by extracting carbon dioxide in the atmosphere. By mounting the carbon dioxide engine 47 on the hybrid vehicle, carbon dioxide is recycled, so that the amount of carbon dioxide emission on the earth is reduced, which can contribute to the prevention of global warming. Furthermore, since carbon dioxide is recycled, the dependence on oil resources can be reduced, and the oil resources can be prevented from being depleted.

  Further, in an engine using gasoline as fuel, four strokes of an intake stroke, a compression stroke, a combustion expansion stroke, and an exhaust stroke are required, whereas in the carbon dioxide engine 47, two strokes of an intake stroke and an exhaust stroke are required. Only the compression stroke and the combustion stroke are not required. Therefore, not only can the compression stroke be eliminated, the power generation efficiency of the generator 45 can be increased, but the combustion stroke is not required, so that vibration, sound, etc. due to explosion do not occur. Driving feeling can be increased.

  In the present embodiment, a carbon dioxide engine 47 is used as an expansion engine and a vaporization engine, and carbon dioxide is used as a drive medium. However, nitrogen, helium, air, hydrogen, etc. The volume expansion energy can be converted into kinetic energy using the phase change from liquid to gas.

  Further, by using dry ice as a driving medium, the dry ice can be sublimated, and the volume expansion energy can be converted into kinetic energy using a phase change from solid to gas.

  Furthermore, by using air as a drive medium and expanding compressed air, the energy of volume expansion can be converted into kinetic energy.

  In this embodiment, a reciprocating piston type carbon dioxide engine 47 is used, but a rotary piston type, turbine type, etc. carbon dioxide engine can be used.

  The present invention is not limited to the above embodiments, and various modifications can be made based on the gist of the present invention, and they are not excluded from the scope of the present invention.

DESCRIPTION OF SYMBOLS 11 Drive motor 14 Battery 15 Fuel cell 21 Control part 31 CPU
45 Generator 47 Carbon dioxide engine

Claims (11)

A power storage device;
A power generator,
A drive motor connected to the power storage device and the power generation device and driven by electric power from the power storage device and the power generation device;
Route setting processing means for setting a route from the departure point to the destination,
Energy consumption calculation processing means for calculating energy consumption when traveling on the route;
Travel time calculation processing means for calculating a travel time when traveling along the route;
Based on the current remaining capacity, the remaining minimum capacity and the consumed energy of the power storage device, stored energy calculation processing means for calculating stored energy;
Based on the consumed energy and stored energy, power generation condition establishment determination processing means for determining whether a power generation condition is established;
An electric drive vehicle comprising: power generation processing means for generating power with a substantially constant output by the power generation device when a power generation condition is satisfied. A power generation time calculation processing means for calculating a power generation time based on the consumed energy and stored energy and the output of the power generation device when a power generation condition is satisfied;
The electrically driven vehicle according to claim 1, wherein the power generation processing means performs power generation by a power generation device based on the power generation time and travel time.   The storage energy calculation processing unit calculates storage energy based on a current remaining capacity, a remaining minimum capacity and energy consumption of the power storage device, and an increment of a remaining capacity of the power storage device obtained by charging. The electrically driven vehicle described.   The electrically driven vehicle according to any one of claims 1 to 3, wherein the consumed energy calculation processing means calculates the consumed energy based on navigation information and a resistance applied to the hybrid vehicle.   The electrically driven vehicle according to any one of claims 1 to 3, wherein the travel time calculation processing means calculates the travel time based on navigation information. When an intermediate destination is set for the route, the vehicle has a trip setting processing means for setting a plurality of trips by dividing the route at the intermediate destination,
The consumed energy calculation processing means calculates the consumed energy based on the consumed energy in each trip,
The electrically driven vehicle according to any one of claims 1 to 5, wherein the travel time calculation processing unit calculates the travel time based on a travel time in each trip. While having a lower limit calculation processing means for calculating the lower limit of the remaining capacity of the power storage device when the hybrid vehicle travels each trip,
The electrically driven vehicle according to claim 6, wherein the energy storage calculation processing means calculates trip energy storage based on the lower limit values. With section setting processing means for setting a plurality of sections by dividing each trip,
The consumed energy calculation processing means calculates the consumed energy based on the consumed energy in each section,
The electrically driven vehicle according to claim 6 or 7, wherein the travel time calculation processing means calculates the travel time based on the travel time in each section.   The electrically driven vehicle according to claim 1, wherein the power generation device is a fuel cell.   The electric power generation according to any one of claims 1 to 8, wherein the power generation device includes an expansion engine that converts volume expansion energy of a drive medium into kinetic energy, and a generator that is driven by the expansion engine. vehicle.   The electrically driven vehicle according to claim 10, wherein the inflatable engine is a carbon dioxide gas engine that converts volume expansion energy due to a phase change of carbon dioxide into kinetic energy.

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