JP2020065365A - Travel distance calculation method of hybrid vehicle, and travel distance calculation device - Google Patents

Abstract

To provide a technology capable of calculating more accurately an actually travelable distance of a hybrid vehicle.SOLUTION: In a travel distance calculation method of a hybrid vehicle for supplying power of a battery (2) and power generated from a power generator (3) to a load, existence of a chargeable section, which is a section chargeable by the power generator (3) during travel, is discriminated, and a chargeable amount to the battery (2) is calculated based on the discrimination result, and the total travelable distance is calculated based on a parameter containing the chargeable amount to the battery (2) and a residual fuel amount in the power generator (3).SELECTED DRAWING: Figure 4

Description

  TECHNICAL FIELD The present invention relates to calculation of a travelable distance of a so-called series hybrid vehicle that supplies electric power of a battery and electric power generated by a generator to a load.

  BACKGROUND ART Conventionally, a hybrid vehicle in which a generator that charges a battery or directly supplies electric power to a motor as a so-called range extender is added to an electric vehicle that runs by driving a motor as a load with the electric power of a battery is known. There is. Patent Document 1 discloses a series hybrid vehicle in which a generator is driven by an internal combustion engine. Then, in the above-mentioned document, based on the electric power obtained by generating the electric power by using the travelable distance calculated based on the current remaining charge amount of the battery and all the remaining fuel amount in the fuel tank to drive the internal combustion engine. The total travelable distance is defined as the sum of the calculated travelable distance.

JP, 2012-101616, A

  By the way, in the series hybrid vehicle, when the battery power is exhausted, the motor is directly driven by the power generated by the generator. Therefore, when the power generation output of the generator is smaller than the required travel output, running out of the battery's power makes it impossible to travel according to the driver's request, even if the fuel for driving the generator remains. . On the other hand, when the power generation output of the generator is larger than the required traveling output, surplus electric power can be charged to the battery during traveling.

  However, in the calculation of the total travelable distance in the above document, the travelable distance based on the remaining fuel amount at the time of the calculation and the travelable distance based on the remaining charge amount of the battery at the time of the calculation are simply added. Therefore, the difference between the calculated total travelable distance and the actual total travelable distance becomes large depending on how much power is actually consumed during traveling after the calculation.

  Therefore, it is an object of the present invention to provide a technique for more accurately calculating the actually travelable distance.

  According to one aspect of the present invention, there is provided a mileage calculation method for a hybrid vehicle that supplies a load with the power of a battery and the power generated by a generator. In this mileage calculation method, it is determined whether or not there is a chargeable section that is a section in which the generator can charge while traveling, and the battery charge amount is calculated based on the result of the determination, and the battery charge amount and the power generation The total travelable distance is calculated based on parameters including the remaining fuel amount of the machine.

  According to the above aspect, the charge amount of the battery, which is one of the parameters used to calculate the total travel distance, is calculated based on the determination result of the presence / absence of the chargeable section. The accuracy of the calculation result is higher than that of calculating the total travel distance as a parameter.

FIG. 1 is a system configuration diagram of a hybrid vehicle. FIG. 2A is a first diagram illustrating a type of power supply from a fuel cell system to an external load. FIG. 2B is a second diagram illustrating the type of power supply from the fuel cell system to the external load. FIG. 2C is a third diagram illustrating the type of power supply from the fuel cell system to the external load. FIG. 2D is a fourth diagram illustrating the type of power supply from the fuel cell system to the external load. FIG. 3 is a diagram for explaining the relationship between the required output and the total travelable distance. FIG. 4 is a flowchart showing a control routine for calculating the total traveling distance. FIG. 5 is a flowchart showing a control routine for calculating the first travelable distance. FIG. 6 is a timing chart showing an example of the traveling pattern. FIG. 7 is a table summarizing the relationship between the vehicle speed and the vehicle required output at the vehicle speed. FIG. 8 is a table summarizing the battery capacity, the maximum generated power of the fuel cell stack, the battery SOC, and the travelable distance at the SOC. FIG. 9 is a table summarizing the trial calculation results of the travelable distance at the charge increase amount in the chargeable section. FIG. 10 is a flowchart showing a control routine for calculating the charge increase amount according to the second embodiment. FIG. 11 is a flowchart showing a first modified example of the control routine for calculating the first travelable distance. FIG. 12 is a flowchart showing a second modified example of the control routine for calculating the first travelable distance.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

(First embodiment)
FIG. 1 is a system configuration diagram of a hybrid vehicle to which the first embodiment of the present invention is applied. This hybrid vehicle is a so-called series hybrid vehicle that travels by supplying the electric power of the battery and the electric power generated by the generator to the drive motor 1 as a load.

  This hybrid vehicle is configured to include an external load 100 including a drive motor 1 and a battery 2, a fuel cell system 200 as a generator, and a controller 8.

  The fuel cell system 200 includes a fuel cell stack 3, a compressor 6 that supplies cathode gas to the fuel cell stack 3, a fuel tank 7 that stores fuel that is supplied to the fuel cell stack 3, and power generated by the fuel cell stack 3. And a DC-DC converter 4 for boosting the voltage.

  The fuel cell stack 3 is a solid oxide fuel cell (SOFC).

  In the fuel tank 7, for example, a reforming fuel made of a liquid obtained by mixing ethanol and water is stored. The fuel cell system 200 of FIG. 1 is simplified by omitting a reformer, a fuel pump, an evaporator, a heat exchanger, and the like.

  The DC-DC converter 4 boosts the voltage of the fuel cell stack 3 with respect to the voltage of the drive motor 1 and the battery 2 so that the power generated by the fuel cell stack 3 can be taken out to the drive motor 1 or the battery 2. It is a controller. The DC-DC converter 4 is connected in parallel to the fuel cell stack 3 and boosts the output voltage of the fuel cell stack 3 on the primary side to supply generated power to the external load 100 on the secondary side. The DC-DC converter 4 increases the voltage of several tens of volts output from the fuel cell stack 3 to a voltage level of several hundreds of volts so that the external load 100 is supplied with electric power, for example.

  The drive motor 1 is connected to the battery 2 and the DC-DC converter 4 via an inverter (not shown). The drive motor 1 is a power source that drives the vehicle. Further, the drive motor 1 can generate regenerative electric power by using the braking force required when the vehicle is braked, and the battery 2 can be charged with the regenerative electric power.

  The battery 2 is a power supply source that supplies the stored power to the drive motor 1. In the present embodiment, the battery 2 is the main power supply source, and the fuel cell stack 3 is mainly used to charge the battery 2 when the charge amount of the battery 2 becomes low. Further, the electric power of the fuel cell stack 3 may be supplied to the drive motor 1.

  The controller 8 is composed of a general-purpose electronic circuit including a microcomputer, a microprocessor, and a CPU, and peripheral devices, and executes processing for controlling the fuel cell system 200 and the external load 100 by executing a specific program.

  The controller 8 receives signals output from the current sensor 9, the accelerator opening sensor 10, and other various sensors, acquires the remaining charge amount of the battery 2 in accordance with these signals, and determines the travelable distance described later. It calculates and acquires the required travel output. Then, the controller 8 controls the operating states of the drive motor 1, the fuel cell system 200, and the like based on these acquired or calculated values.

  The controller 8 is connected to an operation unit (not shown) that outputs a start command signal or a stop command signal for the fuel cell system 200. The operation unit includes an EV key, and outputs a start command signal to the controller 8 when the EV key is turned ON by an occupant, and outputs a stop command signal to the controller 8 when the EV key is turned OFF.

  When the controller 8 receives the start command signal from the operation unit, the controller 8 performs the start operation for starting the fuel cell system 200, and after the start operation is completed, the fuel cell stack 3 of the fuel cell stack 3 is operated according to the operation state of the external load 100. Implement power generation operation to control power generation. The fuel cell system 200 may be activated when the amount of charge of the battery 2 becomes less than or equal to a predetermined value that requires charging.

  In the power generation operation, the controller 8 determines the electric power required for the fuel cell stack 3 according to the operating state of the external load 100. Then, the controller 8 calculates the supply flow rates of the cathode gas and the anode gas required for power generation of the fuel cell stack 3 based on the required power, and outputs the calculated supply flow rates of the anode gas and the cathode gas to the fuel cell stack 3 Supply to. Then, the controller 8 controls the switching of the DC-DC converter 4 and supplies the electric power output from the fuel cell system 200 to the external load 100.

  That is, the controller 8 controls the flow rates of the cathode gas and the anode gas based on the required power for the fuel cell stack 3 to control the power generation amount of the fuel cell stack 3. For example, the required electric power for the fuel cell stack 3 increases as the accelerator pedal depression amount increases. Therefore, the larger the depression amount of the accelerator pedal, the larger the supply flow rates of the cathode gas and the anode gas supplied to the fuel cell stack 3. The cathode gas supplied to the fuel cell stack 3 may be controlled based on the deviation between the target temperature and the actual temperature of the fuel cell stack 3. When the actual temperature is higher than the target temperature and the deviation is large, the supply amount of the cathode gas is increased as compared with the case where the deviation is small.

  Further, in the system state in which the electric power supply from the fuel cell system 200 to the external load 100 is stopped while the EV key is in the ON state, the controller 8 suppresses the power generation of the fuel cell stack 3 and is suitable for the power generation of the fuel cell. Carry out self-sustaining operation to maintain the condition. Hereinafter, the system state in which the power supply from the fuel cell system 200 to the external load 100 is stopped is referred to as an “idle stop (IS) state”, and the self-sustaining operation is referred to as an “IS operation”.

  When the required power for the fuel cell stack 3 reaches a predetermined value, for example, zero, the operating state of the fuel cell system 200 transitions from the power generation operation to the IS operation. Then, the controller 8 controls the DC-DC converter 4 to stop the power supply from the fuel cell system 200 to the external load 100.

  Therefore, during the IS operation, the power generated by the fuel cell stack 3 may be supplied to the auxiliary device provided in the fuel cell system 200, or the power may not be supplied from the fuel cell stack 3 to the auxiliary device. Good.

  When the stop command signal is received from the operation unit, the controller 8 carries out the stop operation for stopping the operation of the fuel cell system 200.

  2A to 2D are diagrams for explaining a type of power supply to the external load 100 in the fuel cell system 200 in which the EV key is in the ON state.

  FIG. 2A is a conceptual diagram showing a state in which the drive motor 1 is stopped and electric power is being supplied from the fuel cell system 200 to the battery 2. The state shown in FIG. 2A can occur when the vehicle is in a stopped state and the charge amount of the battery 2 is small.

  FIG. 2B is a conceptual diagram showing a state in which the drive motor 1 is in a power running state and electric power is being supplied to the drive motor 1 from both the fuel cell system 200 and the battery 2. The state shown in FIG. 2B can occur when the vehicle is in an accelerated state and the load (output) of the drive motor 1 is high.

  FIG. 2C is a conceptual diagram showing a state in which the drive motor 1 is in a power running state or a regenerative state and the power supply from the fuel cell system 200 to both the drive motor 1 and the battery 2 is stopped. The state shown in FIG. 2C can occur when the drive motor 1 is driven with a low load or a medium load while the vehicle is traveling and the battery 2 is fully charged. It may also occur when the vehicle is in a decelerating state and there is room to charge the capacity of the battery 2.

  FIG. 2D is a conceptual diagram showing a state in which the drive motor 1 is stopped and the battery 2 is fully charged. The state shown in FIG. 2D can occur when the vehicle is stopped and the battery 2 is fully charged.

  As described above, among the states shown in FIGS. 2A to 2D, the state shown in FIGS. 2C and 2D, that is, the system in which the power supply from the fuel cell system 200 to both the drive motor 1 and the battery 2 is stopped. The state corresponds to the IS state of the fuel cell system 200. When in the IS state, the external load 100 transmits an IS operation request to the fuel cell system 200.

  Therefore, when the battery 2 is fully charged due to the regenerative operation of the drive motor 1 while the vehicle is traveling, or when the vehicle is traveling or stopped with the battery 2 being fully charged, the fuel cell system 200 becomes IS. Can be in a state. In such a case, the required power to the fuel cell stack 3 becomes zero and the IS operation is performed.

  Next, a method of calculating the travelable distance from the present time, that is, the total travelable distance will be described.

  FIG. 3 is a diagram for explaining a relationship between a vehicle required output and a total travelable distance, which will be described later. In the figure, “battery SOC” is a travelable distance with the electric power of the battery 2, and “fuel” is a travelable distance with the electric power generated by the fuel cell stack 3.

  In the hybrid vehicle according to the present embodiment, the electric power that can be used to drive the vehicle is the electric power of the battery 2 and the electric power generated by the fuel cell stack 3. Then, as the vehicle required output increases, the power consumption increases, so that the battery SOC and the fuel decrease. Therefore, it seems that the total travelable distance can be accurately calculated by adding the battery SOC and the fuel.

  However, as described below, the value calculated by the above calculation method may not be appropriate as the estimated value of the total travelable distance.

  The SOFC used as the fuel cell stack 3 has a characteristic that it generates a large amount of heat during operation. Considering the suppression of thermal expansion of the laminated cells due to the power generation of the fuel cell stack 3, it is not desirable to increase the number of laminated cells. Therefore, the fuel cell stack 3 used in the present embodiment has a low power generation output of about 10-20 kW.

  On the other hand, the output required when the vehicle travels (also referred to as “vehicle required output”) is the sum of the electric power as the driving force required for traveling of the vehicle and the power consumption of the vehicle auxiliary equipment. When the vehicle is traveling at low load such as when traveling on a road, the generated power is equal to or less than the above-mentioned generated power. However, when the vehicle is traveling under a high load such as when traveling on a highway, the vehicle required output becomes larger than the power generation output of the fuel cell stack 3. In addition, the vehicle accessory here means an electric component such as an air conditioner or lights.

  Therefore, for example, if the electric power of the battery 2 is used up while the vehicle is traveling under a high load, the vehicle required output cannot be generated only by the fuel cell stack 3, and the vehicle cannot continue the high load traveling. That is, in the region where the vehicle required output in FIG. 3 is larger than the SOFC maximum output, the travelable distance for the fuel indicated by the broken line is a travelable distance with an output smaller than the vehicle required output. Therefore, the value obtained by simply adding the battery SOC component and the fuel component is a value that deviates from the actual distance at which the vehicle can travel at the required vehicle output, and is therefore not appropriate as an estimated value of the total travelable distance. Absent.

  In the above description, high load running is exemplified as an operating state in which the total travelable distance obtained by adding the travelable distance for the battery SOC and the travelable distance for the fuel is not appropriate, but the present invention is not limited to this. . For example, as in the case where the fuel cell stack 3 is in a cold state, the power generation output is limited, so that there may be a case where the fuel cell stack 3 alone cannot satisfy the vehicle required output even when the vehicle is not running under high load.

  In the above calculation method, the battery SOC and the remaining fuel amount used for the calculation are both values at the timing of calculating the total travelable distance. However, if there is a traveling section in which the vehicle required output is smaller than the SOFC maximum output (hereinafter, also referred to as a low-load traveling section) after the timing of calculating the total travelable distance, the battery SOC is generated while the traveling section is traveling. Can be increased. That is, in the above calculation method, since the increase in the battery SOC in the low load traveling section is not taken into consideration, the estimated value of the total travelable distance may be shorter than the actual travelable distance.

  Therefore, in this embodiment, the following control is executed in order to accurately calculate the total travelable distance.

  FIG. 4 is a flowchart showing a control routine for calculating the total traveling distance in this embodiment. This control routine is programmed in the controller 8 as the total travelable distance calculation unit, and is repeatedly executed at intervals of, for example, several milliseconds. The control routine is executed when the startup operation of the fuel cell stack 3 is completed.

  In step S100, the controller 8 acquires the battery SOC and the remaining fuel amount. The battery SOC may be acquired by, for example, detecting the current value input to and output from the battery 2 by the current sensor 9 and integrating the current value, or may be acquired by another existing method. The remaining fuel amount may be acquired, for example, based on the detection value of a fuel gauge provided in the fuel tank 7, or may be acquired by another existing method.

  In step S110, the controller 8 acquires the current position of the vehicle, map information, and a future travel route. These pieces of information are acquired from the navigation system (not shown). Note that a case where there is map information but no travel route is set, and a case where no travel route is set and there is no map information will be described later.

  In step S120, the controller 8 calculates the travelable distance (first travelable distance) according to the current fuel state (battery SOC and remaining fuel amount). A specific calculation method will be described with reference to FIG.

  FIG. 5 is a flowchart showing a control routine for calculating the first travelable distance, which is a process executed in step S120 of FIG. The control routine is executed when the startup operation of the fuel cell stack 3 is completed.

  In the present embodiment, as described below, the total travelable distance is calculated by different methods depending on whether the vehicle required output is larger than the power generation output of the fuel cell stack 3 or small.

  In step S10, the controller 8 acquires the vehicle required output. The acquisition method of the vehicle required output may be any of the following.

  The first method is to use an average value calculated based on the accumulated past travel data. For example, the transition of the vehicle required output when the vehicle travels the current traveling route in the past is accumulated as traveling data, and the average value of these is used as the vehicle required output.

  The second method is a method using a preset value. For example, a typical vehicle required output for each condition such as road gradient and speed limit is set in advance, and the vehicle required output to be used is determined based on the conditions of the current travel route.

  The driver may select which of the first and second methods is used.

  In step S20, the controller 8 calculates a battery outputtable power amount that is a power amount that can be output by the remaining charge amount of the battery 2. The calculation method may be a method of calculating using a mathematical expression having the SOC of the battery 2 as a parameter, or a method of previously mapping the relationship between the SOC of the battery 2 and the outputtable power amount and searching for this.

  In step S30, the controller 8 acquires the average vehicle speed. The average vehicle speed here is the average value of the vehicle speed when traveling at the vehicle required output acquired in step S10. A calculation using a mathematical expression having the vehicle required output as a parameter may be executed, or the relationship between the vehicle required output and the average vehicle speed may be mapped in advance and retrieved.

  In step S40, the controller 8 determines whether the vehicle required output is larger than the power generation output of the fuel cell stack 3. The power generation output used here is basically the maximum power generation output of the fuel cell stack 3, but it is limited when the power generation output of the fuel cell stack 3 is limited due to, for example, being in a cold state. Use the value.

  When the determination result is yes, the controller 8 executes the travelable distance calculation A in step S50, and when the determination result is no, it executes the travelable distance calculation B in step S60.

  The travelable distance calculation A will be described.

  As described above, when the required vehicle output is larger than the power generation output of the fuel cell stack 3, when the remaining charge amount of the battery 2 is exhausted, that is, when the outputtable electric power amount of the battery 2 is used up, even if the fuel remains. It becomes impossible to drive at the vehicle required output. In other words, it is possible to travel at the vehicle required output while the excess of the vehicle required output with respect to the power generation output of the fuel cell stack 3 can be covered by the outputtable power amount of the battery 2. That is, the travelable distance is the travelable distance until the outputtable electric energy of the battery 2 is used up by the excess of the vehicle required output with respect to the power generation output of the fuel cell stack 3. If this is expressed by a formula, formula (1) is obtained. The formula 1 for calculating the travelable distance calculation A is premised on that the fuel is continuously supplied to the fuel cell stack 3 during the traveled distance. The processing when the fuel cell runs short for traveling the distance will be described later in the second embodiment.

    L_A = Wbat [kWh] ÷ (F [kW] −P [kW]) × Vave [km / h] (1)

    L_A: Travelable distance, Wbat: Battery power available, F: Vehicle required output, P: Fuel cell power generation output, Vave: Average vehicle speed

  The Wbat: battery outputtable electric energy of the equation (1) in this step is based on the current fuel state. For example, when the vehicle required output is 20 [kW], the fuel cell power generation output is 15 [kW], the current battery outputtable electric energy is 10 [kWh], and the vehicle required output is 20 [kW], the average vehicle speed is 100 [ [km / h], equation (1) is as follows.

    L_A = 10 [kWh] ÷ (20 [kW] −15 [kW]) × 100 [km / h]

= 2 [h] x 100 [km / h]
= 200 [km]

  The fuel cell power generation output is determined by the specifications of the fuel cell stack 3, and if the vehicle required output is determined, the average vehicle speed is also determined. Therefore, various values are substituted for the battery outputtable electric energy and the vehicle required output in advance, the calculation of the equation (1) is performed, a map of the travelable distance is created based on the calculation result, and the acquired battery output is obtained. The travelable distance can also be obtained by searching the map with the available electric energy and the vehicle required output. Obtaining the travelable distance by map search is also included in "calculate". In the following description, the travelable distance calculated by the travelable distance calculation A is also referred to as “travelable distance A”.

  Next, the travelable distance calculation B will be described.

  The travelable distance calculation B is the calculation method of the above-mentioned document. In other words, the travelable distance calculated based on the remaining charge amount of the battery 2 and the current remaining fuel amount in the fuel tank are all used to drive the fuel cell stack 3 to generate electric power (hereinafter, “electric power”). It is also a method of adding a travelable distance calculated based on the "remaining fuel power amount"). If this is made into a formula, it will become a formula (2).

    L_B = (Wbat [kWh] + Wfuel [kWh]) ÷ F [kW] × Vave [km / h] (2)

    L_B: Travelable distance, Wbat: Battery outputtable power amount, Wfuel: Remaining fuel power amount,

    F: Vehicle required output, Vave: Average vehicle speed

  If the vehicle required output is equal to or less than the power generation output of the fuel cell stack 3, the vehicle can travel according to the vehicle required output even after the battery 2 is used up. The travelable distance can be calculated. Therefore, as the travelable distance calculation B, the calculation method of the above-mentioned document is used.

  Like the travelable distance A, the travelable distance calculation B may be calculated by map search. In this case, the parameters used in the map search are the battery outputtable power amount, the vehicle required output, and the remaining fuel power amount. In the following description, the travelable distance calculated by the travelable distance calculation B is also referred to as "travelable distance B".

  When the travelable distance A or the travelable distance B is calculated in this way, the controller 8 stores the calculation result, returns to the flowchart of FIG. 4, and executes the processing of the subsequent step S130. In the following, the travelable distance A or the total travelable distance B calculated in step S120 of the flow of FIG. 4 is referred to as “first travelable distance”.

  In step S130, the controller 8 predicts the chargeable section. The chargeable section refers to a traveling section in which the vehicle required output is smaller than the output obtained by the electric power generated by the fuel cell stack 3. In this processing, based on the information obtained in step S110, it is determined whether or not there is a chargeable section in the traveling route ahead.

  In step S140, the controller 8 determines a second travelable distance that is a travelable distance based on the amount of electric power (hereinafter, also referred to as a charge increase amount) generated by the power generation by the fuel cell stack 3 while traveling in the chargeable section. calculate. Here, a method of calculating the second travelable distance will be described.

  The charge increase amount is the amount of electric power charged during traveling in the chargeable section as described above. In other words, when traveling in the chargeable section, the fuel cell stack 3 is charged with the surplus power of the power generated by the fuel cell stack 3 (hereinafter, also referred to as fuel cell surplus power) with respect to the power required to satisfy the required output. Power. The fuel cell surplus power is the power generated by the fuel cell stack 3 minus the power required to satisfy the required vehicle output in the chargeable section. If the subtraction result is a negative value, the fuel cell surplus power is set to zero. The power generation output of the fuel cell stack 3 used in the calculation is the maximum power generation output of the fuel cell stack 3.

  The fuel cell surplus power calculated as described above is multiplied by the time for traveling in the chargeable section (hereinafter, also referred to as surplus power charging time), which is the charge increase amount. The surplus power charging time may be calculated based on the distance of the chargeable section and the speed limit of the section, for example. Further, the average vehicle speed of the section calculated from past travel data may be used instead of the speed limit of the section. Since the fuel cell surplus power continues to change during traveling in the chargeable section, the fuel cell surplus power is actually integrated from the start to the end of the surplus power charging time.

  After calculating the charge increase amount, the controller 8 calculates the travelable distance by replacing the battery outputtable power amount Wbat of the formula (1) or the formula (2) used in step S120 with the charge increase amount. When the first travelable distance is the travelable distance A, the equation (1) is used, and when the first travelable distance B is the equation (2).

  In step S150, the controller 8 adds up the first travelable distance calculated in step S120 and the second travelable distance calculated in step S140, and sets this as an estimated value of the total travelable distance.

  In step S160, the controller 8 displays the total travelable distance calculated in step S150 to the driver. The display place may be a place where the driver can visually recognize it.

  When the vehicle required output is larger than the fuel cell power generation output in step S40 of FIG. 5, the travelable distance calculation A is not performed in step S50, and only the charge increase amount is calculated in step S140 of FIG. In step S150, the total travelable distance may be calculated by the following equation (1) ′.

    L_total = (Wbat [kWh] + Wcharge) ÷ (F [kW] −P [kW]) × Vave [km / h] ・ ・ ・ (1) ´

    L_total: Total mileage, Wbat: Battery power available, Wcgarge: Charge increase, F: Vehicle required output, P: Fuel cell power generation output, Vave: Average vehicle speed

  That is, the total travelable distance is based on the shortage of the power generation output of the fuel cell stack 3 (generator) with respect to the vehicle required output and the total battery charge amount obtained by adding the charge increase amount to the current remaining charge amount of the battery 2. May be calculated.

  When it is predicted in step S130 that there is no chargeable section, the second travelable distance calculated in the process of step S140 is zero [km]. Therefore, the process of step S140 may be executed only when it is predicted in step S130 that there is a chargeable section.

  Next, the effect of calculating the total travelable distance as described above will be described with reference to FIGS. 6 to 9.

  FIG. 6 is a timing chart showing an example of the traveling pattern. The vertical axis in FIG. 6 is the output [kW]. The solid line in the figure indicates the vehicle required output. The broken line in the figure shows the maximum output of the fuel cell stack 3, that is, the output of the drive motor 1 obtained when the fuel cell stack 3 generates the maximum generated power.

  The traveling pattern shown in FIG. 6 is such that the vehicle travels in the chargeable section from timing 0 to timing T1 and travels in the high load traveling area after timing T1. When traveling in this traveling pattern, in the present embodiment, the surplus power charging time is from timing 0 to timing T1, and the total travelable distance is calculated in consideration of the amount of increase in charging (area of the shaded area A) charged during this time. To do.

  When the charge increase amount is not taken into consideration, the battery outputtable electric power amount (in the shaded area B of the hatched area B) is determined based on the battery SOC at the timing 0, which is the difference between the vehicle required output and the maximum output of the fuel cell stack 3 during high load traveling. The time that can be covered by the area, that is, the timing T1 to the timing T2 is the travelable time in the high load state, and the product of this travelable time and the vehicle speed is the total travelable distance. That is, although the vehicle can actually travel with the electric power (charge increase amount) charged before entering the high load traveling, only the travelable distance based on the battery outputtable electric energy determined based on the battery SOC at the timing 0 is calculated. .

  On the other hand, in the present embodiment, the difference between the required vehicle output and the maximum output of the fuel cell stack 3 at the time of high load traveling is determined by the battery SOC at timing 0, which is the battery outputtable electric energy (area of the shaded area B). The time that can be covered by the charge increase amount (hatched area C = hatched area A) is the travelable time in the high load state. Then, the total travelable distance is obtained by multiplying the travelable time by the vehicle speed.

  As described above, it is possible to accurately calculate the total travelable distance by considering the charge increase amount when calculating the total travelable distance.

  7 to 9 are tables showing data for trial calculation using specific numerical values and trial calculation results.

  FIG. 7 is a table summarizing the relationship between the vehicle speed of the vehicle used for the trial calculation and the required vehicle output at the vehicle speed.

  FIG. 8 shows the capacity of the battery 2 mounted on the vehicle used for the trial calculation, the maximum generated power of the fuel cell stack 3, the SOC at the time of the estimation calculation of the travelable distance, and traveling at 100 [km / h] in the state of the SOC. 7 is a table of a travelable distance (first travelable distance) when performing.

  FIG. 9 is a table summarizing the trial calculation results of the travelable distance (the above-described second travelable distance) at the charge increase amount in the chargeable section.

  The travelable distances in FIGS. 8 and 9 are calculated with the power generation output of the fuel cell stack 3 being the maximum.

  When the capacity of the battery 2 is 20 [kWh] and the maximum output of the fuel cell stack 3 is 20 [kW], as is apparent from FIG. 7, if the speed is lower than 80 [km / h], low-load running is performed. . Further, when the battery SOC is 25%, the battery output possible power is 5 [kWh], and the travelable distance in the case of high load running (running at 100 [km / h]) only with this power Is calculated as 50 [km] by the above equation (1). When the battery SOC is 50 [%], the battery outputtable power is 10 [kW], and the calculation result of the travelable distance in high load traveling is 100 [km].

  That is, if the increase in the amount of charge in the chargeable section is not taken into consideration, the total travelable distance is 50 [km] if the battery SOC is 25 [%], and the total travelable distance if the battery SOC is 50 [%]. Is 100 [km].

  However, in the present embodiment, when calculating the total travelable distance, the travelable distance with the increased charge amount is also taken into consideration. Therefore, the vehicle speed in the chargeable section is three patterns of 20 [km / h], 40 [km / h], and 60 [km / h], and the running time of the chargeable section is 15 [min] and 30 [km]. [Min], the increase amount of charge and the travelable distance at the increase amount of charge are calculated, and the results are summarized in FIG. 9.

  A method of calculating the charge increase amount and the second travelable distance will be described by taking a traveling condition that the traveling time is 15 [min] and the vehicle speed is 20 [km / h] as an example.

  The output required for traveling at a vehicle speed of 20 [km / h] is 2 [kW] as shown in FIG. 7. Therefore, if the output of the fuel cell stack 3 is the maximum power generation output, the fuel cell surplus power is 18 [kW]. If the running time with the surplus power of the fuel cell is 15 [min], the charging increase amount is 18 [kW] × 15 [min] ÷ 60, which is 4.5 [kWh].

  Then, the second travelable distance is an output necessary for traveling at a vehicle required output F of 100 [km / h] by replacing the battery outputtable power amount Wbat of the above formula (1) with the charging increase amount. [kW], the fuel cell power generation output P is 20 [kW] which is the maximum power generation output, and the average vehicle speed Vave is 100 [km / h]. As a result, the second travelable distance becomes 45 [km]. Other traveling conditions can be calculated by the same method.

  As shown in FIG. 9, when the traveling time of the chargeable section is 15 [min], the traveling of 20 to 45 [km] is possible, and when the traveling time of 30 [min] is the traveling of 40 to 90 [km]. Is possible.

  As described above, in the present embodiment, the controller 8 determines whether there is a chargeable section that is a section in which the fuel cell stack 3 (generator) can be charged during traveling, and the battery 2 of the battery 2 is determined based on the determination result. The charge amount is calculated, and the total travelable distance is calculated based on parameters including the charge amount of the battery 2 and the remaining fuel amount of the fuel cell stack 3. In this way, since the charge amount of the battery 2, which is one of the parameters used to calculate the total travel distance, is calculated based on the determination result of the presence / absence of the chargeable section, only the remaining charge amount of the battery 2 at the current time is a parameter. The accuracy of the calculation result is higher than that of calculating the total travel distance.

  In the present embodiment, the controller 8 calculates the charge increase amount that is the amount of power charged by the power generation of the fuel cell stack 3 while traveling in the chargeable section, and adds the charge increase amount to the current remaining charge amount of the battery 2. Then, the total battery charge amount is calculated. Then, the controller 8 calculates the total travelable distance based on the shortage of the power generation output of the fuel cell stack 3 with respect to the vehicle required output and the total battery charge amount. As a result, even if the power generation output of the fuel cell stack 3 is relatively small, the controller 8 can accurately calculate the total travelable distance in high load traveling in which the vehicle required output exceeds the power generation output of the fuel cell stack 3. .

  According to the present embodiment, the controller 8 calculates the charge increase amount by integrating a value obtained by subtracting the vehicle required output in the chargeable section from the power generation output of the fuel cell stack 3. As a result, the controller 8 can appropriately calculate the charge increase amount according to the vehicle required output and the change in the generated power.

  In the present embodiment, the charge increase amount is calculated only when the vehicle required output is smaller than the power generation output of the fuel cell stack 3. As a result, the calculation load of the controller 8 can be reduced.

  In the present embodiment, the controller 8 acquires the road map information, the position information of the own vehicle, and the traveling route information to the destination, and the vehicle required output on the traveling route to the destination is the power generation of the fuel cell stack 3. A low load running section that does not exceed the power is predicted as a chargeable section. Then, the controller 8 calculates the vehicle required output in the chargeable section, and calculates the charge increase amount in the chargeable section based on the calculated vehicle required output and the generated power of the fuel cell stack 3. When the road map information and the travel route information can be acquired, the required vehicle output and the travel distance on the future travel route can be accurately calculated. Therefore, the charge increase amount can also be calculated accurately.

  In the present embodiment, the controller 8 sets the power generation output of the fuel cell stack 3 used for the above calculation as the maximum power generation output of the fuel cell stack 3. As a result, it is possible to further increase the amount of charge increase in the chargeable section.

  In the present embodiment, the controller 8 calculates the vehicle required output based on the electric power required to drive the vehicle and the power consumption of the vehicle auxiliary equipment. As a result, the total travelable distance can be calculated more accurately.

(Second embodiment)
The second embodiment will be described. The hybrid vehicle to which this embodiment is applied is the same as that of the first embodiment. Further, the method of calculating the total travelable distance of this embodiment is basically the same as that of the first embodiment. However, the present embodiment is different from the first embodiment in that the traveling route is not set. Hereinafter, this difference will be mainly described.

  If the traveling route is not set, the controller 8 cannot acquire the traveling route in step S110 of FIG. If the travel route is not determined, the controller 8 cannot predict the chargeable section in step S130 of FIG. 4 as in the first embodiment.

  Therefore, in step S130 of FIG. 4, the controller 8 predicts the chargeable section by the following method.

  In this embodiment, although the travel route is not set, the position information and map information of the own vehicle can be acquired. Therefore, the controller 8 searches for the starting point of the high-load running such as the expressway entrance and the starting point of the uphill road around the own vehicle based on the information that can be acquired, and starts the high-load running closest to the current position. Identify the point. Then, the region from the current position to the start point of high-load traveling is predicted as the chargeable section.

  If the chargeable section is predicted, the second travelable distance can be calculated (S140 in FIG. 4) by the same method as in the first embodiment.

  As described above, in the present embodiment, the controller 8 obtains the road map information and the position information of the own vehicle, and starts the high load running from the current position where the vehicle required output exceeds the power generated by the fuel cell stack 3. Is estimated as a chargeable section. Then, the controller 8 calculates the vehicle required output in the chargeable section, and calculates the battery charge amount by the power generation of the generator in the chargeable section based on the calculated vehicle required output and the generated power of the generator. As a result, even if the travel route is not set, it is possible to accurately estimate the charge increase amount by estimating how far and under what load the chargeable section will continue.

(Third Embodiment)
A third embodiment will be described. The hybrid vehicle to which this embodiment is applied is the same as that of the first embodiment. Further, the method of calculating the total travelable distance of this embodiment is basically the same as that of the first embodiment. However, the present embodiment is different from the first embodiment in that there is no map information. Incidentally, if there is no map information, naturally, no traveling route is set. That is, in this embodiment, there is no information acquired in step S110 of FIG. Hereinafter, this difference will be mainly described.

  If there is no map information, the controller 8 cannot acquire the map information and the travel route in step S110 of FIG. 4, so the controller 8 cannot predict the chargeable section in step S130 of FIG. 4 as in the first embodiment. . If the chargeable section cannot be predicted, the charge increase amount cannot be calculated.

  Therefore, in the present embodiment, the controller 8 calculates the charge increase amount by the following method without performing the process of step S130 of FIG.

  FIG. 10 is a flow chart showing a control routine for calculating the charge increase amount in the present embodiment. This control routine is programmed in the controller 8.

  In step S200, the controller 8 calculates the average value of the vehicle required output based on the past traveling state data. Various data such as data of one trip from departure to arrival and data of predetermined traveling time can be used as the data of the past driving state, but the average value calculated based on the long time data is used. , It may not be possible to properly represent the current traveling state. Therefore, in this embodiment, the level of the vehicle required output is divided into a plurality of ranges, and the average of the vehicle required outputs is calculated based on the data after the running state of the vehicle enters the range of the level of the current vehicle required output. Calculate the value. For example, if the vehicle required output is divided into a low load level (0 kW or more and less than 10 kW), a medium load level (10 kW or more and less than 20 kW), and a high load level (20 kW or more), if the current running state is the medium load level, The average value of the required vehicle output is calculated based on the data from when the load level is entered to the present. This makes it possible to calculate an average value that appropriately reflects the current traveling state.

  In step S210, the controller 8 calculates the fuel cell surplus power. Specifically, the average value of the vehicle required output calculated in step S200 is subtracted from the fuel cell maximum power generation output. In addition, when the average value of the vehicle required output is larger than the fuel cell maximum power generation output, the fuel cell surplus power generation is set to zero.

  In step S220, the controller 8 calculates the power generation continuation possible time based on the fuel consumption amount according to the generated power and the remaining fuel amount in the fuel tank 7. The power generation continuable time is the time during which power can be continuously generated with the current remaining amount of fuel, in other words, the time until the fuel runs out. Specifically, the controller 8 divides the remaining fuel amount in the fuel tank 7 by the fuel consumption amount according to the generated power.

  In step S230, the controller 8 calculates the charge increase amount. Specifically, the fuel cell surplus power generation output calculated in step S210 is multiplied by the power generation duration calculated in step S220.

  In order to prevent deterioration of the battery 2 and the like, an upper limit is set for the charge amount of the battery 2. For this reason, the charge increase amount is limited to the range until the charge amount of the battery 2 reaches the upper limit.

  After calculating the charge increase amount by the above method, the controller 8 executes the processes of steps S140 to S160 of FIG. As a result, even when the travel route is not set and there is no map information, it is possible to calculate the second travelable distance based on the charge increase amount before the high load travel is started.

  As described above, in the present embodiment, the controller 8 uses the average value of the latest vehicle required outputs as the vehicle required outputs in the chargeable section when there is no road map information or traveling route information to the destination. This makes it possible to calculate the required vehicle output in the chargeable section even when there is no road map information and no travel route is set.

  In the present embodiment, the controller 8 defines the section from the current position until the battery 2 is fully charged or the fuel in the fuel cell stack 3 is exhausted as a chargeable section. As a result, it is possible to estimate to what extent the chargeable section will continue even if there is no road map information and no travel route is set.

  Next, a modification of the method for calculating the first travelable distance in step S120 of FIG. 4 will be described. Any of the following modifications are included in the scope of the present invention.

(First modification)
FIG. 11 is a flowchart showing a control routine for calculating the first travelable distance. This control routine is programmed in the controller 8 and is repeatedly executed at intervals of, for example, several milliseconds. The control routine of FIG. 11 determines whether or not the remaining fuel amount in the fuel tank is insufficient with respect to the amount required to travel the travelable distance A after the controller 8 has calculated the travelable distance A (step S50). 5 is different from the control routine in FIG. 5 in that the determination (step S55) is executed.

  The control routine of FIG. 5 is premised on that the fuel is continuously supplied to the fuel cell stack 3 during the traveling of the distance. For example, when the vehicle required output is 30 [kW], the fuel cell power generation output is 20 [kW], the current battery outputtable electric energy is 10 [kWh], and the vehicle required output is 30 [kW], the average vehicle speed is 100 [ Consider the case of [km / h]. In this case, since the vehicle can travel for an hour at an average vehicle speed of 100 [km / h], the total travelable distance A is 100 [km]. That is, the travelable distance A of 100 [km] is a value on the assumption that the fuel will last for 1 hour.

  However, for example, if the fuel consumption rate at the time of generating the power generation output of the fuel cell stack 3 in the formula (1) is 10 [L / h] and the remaining fuel amount is 5 [L], the fuel will be consumed in 30 minutes. I can't run 100km because it runs out.

  Therefore, the controller 8 determines in step S55 whether or not the remaining amount of fuel in the fuel tank is insufficient with respect to the amount required to travel the travelable distance A. Specifically, first, the controller 8 calculates the time until the remaining fuel amount runs out from the fuel consumption rate of the fuel cell stack 3 and the remaining fuel amount. The controller 8 stores in advance the fuel consumption rate for each power generation output of the fuel cell stack 3. The remaining fuel amount is detected by a known method. For example, a fuel sensor is provided in the fuel tank 7 for detection.

  Then, the controller 8 compares the time until the fuel runs out with the travelable time calculated in the process of the travelable distance calculation A, and if the time until the fuel runs out is shorter, it is determined that the fuel is insufficient. To do.

  When the vehicle required output is larger than the power generation output of the fuel cell stack 3, the travelable distance calculation A can calculate a value closer to the actual travelable distance than the travelable distance calculation B. However, when the fuel is insufficient, the premise of the travelable distance calculation A is broken, and thus the accuracy of the travelable distance A becomes worse than the travelable distance B.

  Therefore, if the determination result in step S55 is yes, the controller 8 executes the travelable distance calculation B in step S60.

  If the determination result is no, it means that the travelable distance A can be traveled, so the controller 8 sets the travelable distance A calculated in step S50 to the first travelable distance.

  As described above, in the present modification, when the vehicle required output is smaller than the maximum power generation output of the fuel cell stack 3, and the time until the battery 2 power that can be used for running out is used for the power generation of the fuel cell stack 3. In either case, which is longer than the time until the fuel runs out, the travelable distance determined by the remaining charge of the battery 2 and the amount of electric power obtained by generating electricity using all the remaining fuel The travelable distance is calculated by adding the determined travelable distance. In addition, when the vehicle required output is larger than the maximum power generation output of the fuel cell, the time until the electric power of the battery 2 that can be used for traveling runs out is less than the time until the fuel used for power generation of the fuel cell stack 3 runs out. In some cases, the shortage of the power generation output of the generator with respect to the travel output and the travelable distance determined by the remaining charge amount of the battery are calculated. According to this, when the travelable distance A cannot be actually traveled because the fuel runs out before the electric power of the battery 2, the travelable distance B with higher accuracy than the travelable distance A can be calculated.

(Second modified example)
In the first embodiment, the second embodiment and the first modification, the control routine for calculating the total travelable distance in the state where the startup operation of the fuel cell stack 3 is completed has been described, but in the modification, the fuel cell is used. A control routine that can accurately calculate the total travelable distance even when the stack 3 is not operating will be described.

  The system configuration of the hybrid vehicle to which this modification is applied is the same as the configuration of the first embodiment. In this hybrid vehicle, when the fuel cell stack 3 is not in operation, the hybrid vehicle travels only with the electric power of the battery 2. Further, the fuel cell stack 3 used in this modification is an SOFC, and SOFC requires several tens of minutes or more from the start of the startup operation to the end of the startup operation.

  Therefore, when the total travelable distance is calculated in a state where the startup operation of the fuel cell stack 3 is not completed, it is considered that the SOC of the battery 2 and the remaining fuel amount change from the start of the startup operation to the end of the startup operation. There is a need to. Therefore, in the present embodiment, the total travelable distance is calculated in consideration of the above change.

  FIG. 12 is a flowchart showing a control routine for calculating the total traveling distance in this modification. As described below, when the fuel cell stack 3 is not operating, the controller 8 calculates the total travelable distance by adding the travel distance until the end of the startup operation and the travelable distance after the completion of the startup operation. To do. The control routine is programmed in the controller 8 and is repeatedly executed at intervals of, for example, several milliseconds. Steps S10, S30, S40-S70 are the same as the control routine of FIG.

  In FIG. 12, step S30 is executed after the process of step S10, and then the processes of steps S32 to S38 described below are executed. Then, after the processing of step S38, the processing of step S39 which is the same processing as step S20 of FIG. 11 is executed.

  In step S32, the controller 8 determines whether or not the fuel cell stack 3 is operating, and when it is operating, executes the processing of step S39 and the subsequent steps.

  When the controller 8 determines in step S32 that the fuel cell stack 3 is not operating, the controller 8 calculates the travel distance until the end of the startup operation in step S34. Specifically, the controller 8 stores in advance the time required from the start of the startup operation of the fuel cell stack 3 to the end of the startup operation, and calculates the traveling distance until the end of the startup operation from this time and the average vehicle speed.

  In step S36, the controller 8 calculates the SOC of the battery 2 at the end of the startup operation. Specifically, the controller 8 calculates the amount of power consumed by traveling the distance calculated in step S2, and based on this amount of power and the current SOC of the battery 2, the SOC of the battery 2 at the end of the startup operation. To calculate.

  In step S38, the controller 8 calculates the remaining fuel amount at the end of the startup operation. Specifically, the controller 8 calculates the amount of fuel consumed from the start of the start operation to the end of the start operation, and calculates the remaining fuel amount at the end of the start operation from this fuel amount and the current remaining amount of fuel.

  When the processing of step S38 ends, the controller 8 executes the processing of step S39 and subsequent steps. At that time, in step S39, the controller 8 calculates the battery outputtable power amount that is the power amount that can be output by the battery SOC estimated in step S36. In step S50, the controller 8 sets the travelable distance A to the value calculated by the above-described first travelable distance calculation, plus the travel distance until the end of the startup operation. In step S60, the controller 8 calculates the travelable distance by using the remaining fuel power amount Wfuel of the equation (2) as the amount of power at the remaining fuel amount at the end of the startup operation, and calculates the traveled distance until the end of the startup operation as the calculated value. The sum is added as the travelable distance B.

  Further, in the present modification, the time from the start to the end of the startup operation is excluded from the surplus power charging time also in the calculation of the charge increase amount.

  As described above, in the present modified example, when the fuel cell stack 3 is not operating, the controller 8 determines, based on the vehicle required output, the travel distance until the start operation of the fuel cell stack 3 is completed and the start operation. The remaining charge amount and the remaining fuel amount of the battery 2 at the time of completion are estimated. Then, the controller 8 performs the travelable distance calculation A or the travelable distance calculation B on the basis of the estimated value of the remaining charge amount of the battery 2 and the estimated value of the remaining fuel amount at the time when the start-up operation ends, thereby ending the start-up operation. Calculate the remaining travelable distance. The controller 8 sets the sum of the travelable distance after completion of the startup operation and the travelable distance until completion of the startup operation as the first travelable distance. As a result, when the fuel cell stack 3 is not operating, it is possible to calculate an appropriate total travelable distance according to a change in the SOC of the battery 2 and a change in the remaining fuel amount while waiting for the end of the startup operation. .

  In each of the above-described embodiments and each modification, the case where the generator is the fuel cell system 200 has been described, but the present invention is not limited to this. For example, in place of the fuel cell system 200, each embodiment and each modification can be applied to the case of using a system including an internal combustion engine and a generator that is driven by the internal combustion engine to generate electric power. This is because when the power generation output of the generator that generates power by the internal combustion engine is lower than the vehicle required output, the same problem as that solved by each embodiment and each modification occurs. Further, the time required for the internal combustion engine from the start to the end of the startup operation is significantly shorter than that of the SOFC, and the SOC change amount of the battery 2 and the change in the remaining fuel amount from the start to the end of the start operation can be ignored. .

  Further, it is needless to say that the present invention is not limited to the above-mentioned embodiment, and various modifications can be made within the scope of the technical idea described in the claims.

1 Drive Motor 2 Battery 3 Fuel Cell Stack 8 Controller 100 External Load 200 Fuel Cell System

Claims (11)

In the mileage calculation method of the hybrid vehicle that supplies the load with the power of the battery and the power generated by the generator,
Determine whether there is a chargeable section that is a section that can be charged by the generator while traveling,
Calculate the charge amount of the battery based on the result of the determination,
A travel distance calculation method for a hybrid vehicle, which calculates a total travelable distance based on a parameter including a charge amount of the battery and a remaining fuel amount of the generator. The mileage calculation method for a hybrid vehicle according to claim 1,
Calculating a charge increase amount that is the amount of electric power charged by the power generation of the generator while traveling in the chargeable section,
To calculate the total battery charge amount by adding the charge increase amount to the current remaining charge amount of the battery,
A travel distance calculation method for a hybrid vehicle, which calculates a total travelable distance based on a shortage of a power generation output of the generator with respect to a vehicle required output and the total battery charge amount. The mileage calculation method for a hybrid vehicle according to claim 2,
A mileage calculation method for a hybrid vehicle, wherein the charging increase amount is calculated by integrating a value obtained by subtracting the vehicle required output in the chargeable section from the power generation output of the generator. The mileage calculation method for a hybrid vehicle according to claim 3,
A mileage calculation method for a hybrid vehicle, wherein the increase in charging amount is calculated only when the vehicle required output is smaller than the power generation output of the generator. The mileage calculation method for a hybrid vehicle according to any one of claims 2 to 4,
Obtain road map information, own vehicle position information, and driving route information to the destination,
On the travel route to the destination, the vehicle required output is predicted as a low load travel section that does not exceed the generated power of the generator as the chargeable section,
Calculating the vehicle required output in the chargeable section,
A mileage calculation method for a hybrid vehicle, which calculates a battery charge amount by power generation of the generator in the chargeable section based on the calculated vehicle required output and generated power of the generator. The mileage calculation method for a hybrid vehicle according to any one of claims 2 to 4,
Obtain the road map information and the location information of the vehicle,
Predicting from the current position to the point where the vehicle required output starts high-load traveling exceeding the power generated by the generator as the chargeable section,
Calculating the vehicle required output in the chargeable section,
A mileage calculation method for a hybrid vehicle, which calculates a battery charge amount by power generation of the generator in the chargeable section based on the calculated vehicle required output and generated power of the generator. The mileage calculation method for a hybrid vehicle according to claim 3 or 4,
A travel distance calculation method for a hybrid vehicle, wherein when there is no road map information or travel route information to a destination, an average value of the latest vehicle required outputs is used as the vehicle required output in the chargeable section. The mileage calculation method for a hybrid vehicle according to claim 7,
A mileage calculation method for a hybrid vehicle, wherein the section from the current position until the battery is fully charged or until the generator runs out of fuel is the chargeable section. The mileage calculation method for a hybrid vehicle according to any one of claims 2 to 8,
A mileage calculation method for a hybrid vehicle, wherein the power generation output of the generator is the maximum power generation output of the generator. The mileage calculation method for a hybrid vehicle according to any one of claims 2 to 9,
A traveling distance calculation method for a hybrid vehicle, wherein the vehicle required output is calculated based on electric power required for traveling of the vehicle and electric power consumption of vehicle accessories. In the mileage calculation device of a hybrid vehicle that supplies the load with the power of the battery and the power generated by the generator,
A total travelable distance calculation unit that calculates a total travelable distance based on a parameter including the charge amount of the battery and the remaining fuel amount of the generator,
The total travelable distance calculation unit,
Determine whether there is a chargeable section that is a section where power can be generated by the generator while traveling,
A mileage calculation device for a hybrid vehicle, which is programmed to acquire the charge amount of the battery based on the result of the determination.

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