JP2009241926A - Hybrid vehicle and notifying method for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide useful information for a user in a vehicle traveling with the supply of multiple kinds of energy. <P>SOLUTION: This hybrid vehicle 100 is constituted to be travelable with fuel and electric power as an energy source. A charger 24 receives electric power from an external power source connected to a charging port 104, to charge a power storage device 16. An ECU 26 computes a distance covered per unit amount of electric power supplied from the external power source by the charger 24, and a distance covered per unit amount of fuel consumed by an engine 2. A notifying section 28 notifies the user of each distance covered, computed by the ECU 26. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle in which a plurality of types of energy are supplied from the outside of the vehicle.

  Japanese Patent Laid-Open No. 11-220807 discloses a traveling display device in a hybrid vehicle. In this travel display device, the reference fuel efficiency is calculated according to the traveling state, and the actual fuel efficiency compared with the reference fuel efficiency is displayed (see Patent Document 1).

JP-A-11-220807 JP 2006-220482 A JP 2002-274219 A Japanese Utility Model Publication No. 63-1211

  In recent years, a hybrid vehicle capable of charging a power storage device mounted on the vehicle from a power source outside the vehicle has attracted attention. In this externally chargeable hybrid vehicle, two types of energy, fuel and electric power, can be supplied from the outside of the vehicle.

  In this type of hybrid vehicle, the user can arbitrarily select whether to supply both fuel and electric power as energy, or to supply either fuel or electric power. The information provided to was limited to fuel unit price and power unit price.

  In a hybrid vehicle that can charge the power storage device from a power source outside the vehicle, the user can select a travel mode that uses only the motor without using an engine and a travel mode that includes a travel mode that uses the engine. Is assumed. However, in the current situation, the user has not sufficiently studied what information should be provided to the user when selecting the travel mode.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide useful information for a user in a vehicle that travels with a plurality of types of energy supplements.

  According to this invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a power storage device that stores electric power, a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge the power storage device from a power source outside the vehicle. The computing unit includes a first travel distance (L1) indicating a travel distance per unit amount of electric power supplied from a power supply outside the vehicle by the charging device, and a second travel distance indicating a travel distance per unit amount of fuel. (L2) is calculated. The notification unit notifies the user of the first and second travel distances calculated by the calculation unit. The second travel distance includes a travel amount by electric power generated from the fuel.

  According to the present invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a power storage device that stores electric power, a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge the power storage device from a power source outside the vehicle. The computing unit includes a first cost (traveling cost C1) indicating the cost per unit travel distance of power supplied from the power supply outside the vehicle by the charging device, and a second cost indicating the cost per unit travel distance of fuel. (Running cost C2) is calculated. The notifying unit notifies the user of the first and second costs calculated by the calculating unit. The calculation unit calculates the second cost in consideration of the travel amount by the electric power generated from the fuel.

  According to the present invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a power storage device that stores electric power, a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge the power storage device from a power source outside the vehicle. The calculation unit includes a first carbon dioxide emission amount (EM1) indicating a carbon dioxide (CO2) emission amount per unit travel distance of electric power supplied from a power source outside the vehicle by the charging device, and a fuel per unit travel distance. A second CO2 emission amount (EM2) indicating the CO2 emission amount is calculated. The notifying unit notifies the user of the first and second CO2 emission amounts calculated by the calculating unit. The calculation unit calculates the second carbon dioxide emission amount in consideration of the travel amount by the electric power generated from the fuel.

  According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a power storage device that stores electric power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle. The notification method includes a step of calculating a first travel distance (L1) indicating a travel distance per unit amount of power replenished from a power source outside the vehicle by the charging device, and a travel distance per unit amount of fuel. A step of calculating the second travel distance (L2) shown, and a step of notifying the user of the calculated first and second travel distances. In the step of calculating the second travel distance, the second travel distance is calculated in consideration of the travel amount by the electric power generated from the fuel.

  According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a power storage device that stores electric power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle. The notification method includes a step of calculating a first cost (traveling cost C1) indicating a cost per unit travel distance of power supplied from a power source outside the vehicle by the charging device, and a cost per unit travel distance of fuel. And calculating the second cost (traveling cost C2), and notifying the user of the calculated first and second costs. In the step of calculating the second cost, the second cost is calculated in consideration of the travel amount by the electric power generated from the fuel.

  According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a power storage device that stores electric power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle. The notification method includes a step of calculating a first CO2 emission amount (EM1) indicating a CO2 emission amount per unit travel distance of electric power supplied from a power source outside the vehicle by the charging device, and per unit travel distance of fuel. A step of calculating a second CO2 emission amount (EM2) indicating the amount of CO2 emission and a step of notifying the user of the calculated first and second CO2 emission amounts. In the step of calculating the second carbon dioxide emission amount, the second carbon dioxide emission amount is calculated in consideration of the travel amount by the electric power generated from the fuel.

  According to the present invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The computing unit includes a first travel distance (L1) indicating a travel distance per unit amount of electric power supplied from a power supply outside the vehicle by the charging device, and a second travel distance indicating a travel distance per unit amount of fuel. (L2) is calculated. The notification unit notifies the user of the first and second travel distances calculated by the calculation unit.

  Preferably, the hybrid vehicle further includes an internal combustion engine that receives supply of fuel, an electric motor for traveling the vehicle that receives supply of electric power, and a travel mode control unit. The travel mode control unit controls switching of travel modes including a first mode (EV mode) in which the internal combustion engine is stopped to travel and a second mode (HV mode) in which the internal combustion engine is operated to travel. The computing unit calculates the first travel distance in the first mode, and calculates the second travel distance in the second mode.

  More preferably, the calculation unit calculates the first travel distance on the assumption that the power replenished from the power source outside the vehicle is recovered for the regenerative power recovered by the electric motor in the first mode, and the second mode For the regenerative power that is sometimes recovered, the second travel distance is calculated on the assumption that the fuel converted from the regenerative power as fuel is recovered.

  According to the present invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The computing unit includes a first cost (traveling cost C1) indicating the cost per unit travel distance of power supplied from the power supply outside the vehicle by the charging device, and a second cost indicating the cost per unit travel distance of fuel. (Running cost C2) is calculated. The notifying unit notifies the user of the first and second costs calculated by the calculating unit.

  Preferably, the hybrid vehicle further includes an internal combustion engine that receives supply of fuel, an electric motor for traveling the vehicle that receives supply of electric power, and a travel mode control unit. The travel mode control unit controls switching of travel modes including a first mode (EV mode) in which the internal combustion engine is stopped to travel and a second mode (HV mode) in which the internal combustion engine is operated to travel. The computing unit calculates a first cost in the first mode, and calculates a second cost in the second mode.

  More preferably, the calculation unit calculates the first cost for the regenerative power collected by the electric motor in the first mode, assuming that the power replenished from the power supply outside the vehicle is collected, and in the second mode For the recovered regenerative power, the second cost is calculated on the assumption that the regenerated power converted into fuel is recovered.

Preferably, the notification unit further notifies the sum of the first and second costs.
According to the present invention, the hybrid vehicle is a hybrid vehicle that travels using fuel and electric power as energy sources, and includes a charging device, a calculation unit, and a notification unit. The charging device is configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The calculation unit includes a first carbon dioxide emission amount (EM1) indicating a carbon dioxide (CO2) emission amount per unit travel distance of electric power supplied from a power source outside the vehicle by the charging device, and a fuel per unit travel distance. A second CO2 emission amount (EM2) indicating the CO2 emission amount is calculated. The notifying unit notifies the user of the first and second CO2 emission amounts calculated by the calculating unit.

  Preferably, the hybrid vehicle further includes an internal combustion engine that receives supply of fuel, an electric motor for traveling the vehicle that receives supply of electric power, and a travel mode control unit. The travel mode control unit controls switching of travel modes including a first mode (EV mode) in which the internal combustion engine is stopped to travel and a second mode (HV mode) in which the internal combustion engine is operated to travel. The computing unit calculates a first CO2 emission amount in the first mode, and calculates a second CO2 emission amount in the second mode.

  More preferably, the calculation unit calculates the first carbon dioxide emission amount for the regenerated electric power recovered by the electric motor in the first mode, assuming that the electric power replenished from the power supply outside the vehicle is recovered, and the second For the regenerative power collected in this mode, the second carbon dioxide emission amount is calculated on the assumption that the regenerated power converted into fuel is recovered.

Preferably, the notification unit further notifies the sum of the first and second CO2 emission amounts.
According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a charging device configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The notification method includes a step of calculating a first travel distance (L1) indicating a travel distance per unit amount of power replenished from a power source outside the vehicle by the charging device, and a travel distance per unit amount of fuel. A step of calculating the second travel distance (L2) shown, and a step of notifying the user of the calculated first and second travel distances.

  Preferably, the hybrid vehicle includes an internal combustion engine that is supplied with fuel and an electric motor for driving the vehicle that is supplied with electric power, and the first mode (EV mode) and the internal combustion engine that run while stopping the internal combustion engine. The vehicle can travel in one of the travel modes of the second mode (HV mode) that travels by operating. In the first mode, the first travel distance is calculated in the step of calculating the first travel distance. In the second mode, the second travel distance is calculated in the step of calculating the second travel distance.

  More preferably, in the step of calculating the first travel distance, the regenerative electric power recovered by the electric motor in the first mode is set to the first travel distance assuming that the power replenished from the power supply outside the vehicle is recovered. Calculated. Further, in the step of calculating the second travel distance, for the regenerative power collected in the second mode, the second travel distance is calculated on the assumption that the fuel converted from the regenerative power is recovered.

  According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a charging device configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The notification method includes a step of calculating a first cost (traveling cost C1) indicating a cost per unit travel distance of power supplied from a power source outside the vehicle by the charging device, and a cost per unit travel distance of fuel. And calculating the second cost (traveling cost C2), and notifying the user of the calculated first and second costs.

  Preferably, the hybrid vehicle includes an internal combustion engine that is supplied with fuel and an electric motor for driving the vehicle that is supplied with electric power, and the first mode (EV mode) and the internal combustion engine that run while stopping the internal combustion engine. The vehicle can travel in one of the travel modes of the second mode (HV mode) that travels by operating. Then, in the first mode, the first cost is calculated in the step of calculating the first cost. In the second mode, the second cost is calculated in the step of calculating the second cost.

  More preferably, in the step of calculating the first cost, with respect to the regenerative power recovered by the electric motor in the first mode, the first cost is calculated assuming that the power replenished from the power supply outside the vehicle is recovered. The Further, in the step of calculating the second cost, the second cost is calculated assuming that the regenerated electric power recovered in the second mode is recovered as the fuel converted from the regenerated electric power.

  Preferably, the hybrid vehicle notification method further includes a step of notifying the sum of the first and second costs.

  According to the present invention, the hybrid vehicle notification method is a hybrid vehicle notification method that travels using fuel and electric power as energy sources. The hybrid vehicle includes a charging device configured to be able to charge a power storage device that stores electric power from a power source outside the vehicle. The notification method includes a step of calculating a first CO2 emission amount (EM1) indicating a CO2 emission amount per unit travel distance of electric power supplied from a power source outside the vehicle by the charging device, and per unit travel distance of fuel. A step of calculating a second CO2 emission amount (EM2) indicating the amount of CO2 emission and a step of notifying the user of the calculated first and second CO2 emission amounts.

  Preferably, the hybrid vehicle includes an internal combustion engine that is supplied with fuel and an electric motor for driving the vehicle that is supplied with electric power, and the first mode (EV mode) and the internal combustion engine that run while stopping the internal combustion engine. The vehicle can travel in one of the travel modes of the second mode (HV mode) that travels by operating. In the first mode, the first CO2 emission amount is calculated in the step of calculating the first CO2 emission amount. In the second mode, the second CO2 emission amount is calculated in the step of calculating the second CO2 emission amount.

  More preferably, in the step of calculating the first carbon dioxide emission amount, the regenerated electric power recovered by the electric motor in the first mode is assumed to have been recovered from the electric power supplied from the power source outside the vehicle. Carbon emissions are calculated. In addition, in the step of calculating the second carbon dioxide emission amount, the regenerated electric power recovered in the second mode is assumed to have been recovered from the fuel converted from the regenerative electric power as fuel. Calculated.

  Preferably, the hybrid vehicle notification method further includes a step of notifying the sum of the first and second CO2 emissions.

  According to the present invention, the recording medium is a computer-readable recording medium, and records a program for causing the computer to execute any one of the hybrid vehicle notification methods described above.

  In the present invention, the power storage device can be charged from a power source external to the vehicle using the charging device. According to the present invention, the first travel distance indicating the travel distance per unit charging power and the second travel distance indicating the travel distance per unit fuel are calculated and notified to the user. The travel distance per unit amount can be notified to the user for each energy (fuel and electric power) replenished from the outside.

  Further, according to the present invention, the first cost indicating the cost per unit travel distance of the electric power supplied from the power supply outside the vehicle and the second cost indicating the cost per unit travel distance of the fuel are calculated. Since the user is notified, the traveling cost can be notified to the user for each energy (fuel and electric power) supplied from the outside of the vehicle.

  Further, according to the present invention, the first CO2 emission amount indicating the CO2 emission amount per unit travel distance of the electric power supplied from the power supply outside the vehicle and the second CO2 emission amount indicating the CO2 emission amount per unit travel distance of the fuel. Since the CO2 emission amount is calculated and notified to the user, the CO2 emission amount can be notified to the user for each energy (fuel and electric power) supplied from the outside of the vehicle.

1 is an external view of a hybrid vehicle according to an embodiment of the present invention. 2 is a functional block diagram of a hybrid vehicle according to Embodiment 1. FIG. FIG. 3 is a functional block diagram of an ECU shown in FIG. 2. It is a figure for demonstrating switching of driving modes. It is the figure which showed notionally the electrical storage amount of the electrical storage apparatus managed in ECU shown in FIG. It is the figure which showed one structural example of the notification part shown in FIG. It is the flowchart which showed roughly the processing structure of ECU at the time of charge of an electrical storage apparatus from an external power supply. It is the flowchart which showed the processing structure of the travel distance calculation per unit energy amount by ECU shown in FIG. FIG. 10 is a diagram illustrating a configuration example of a notification unit according to a second embodiment. 6 is a flowchart showing a processing structure of travel cost calculation by an ECU in the second embodiment. FIG. 10 is a diagram illustrating a configuration example of a notification unit according to Embodiment 3. 10 is a flowchart showing a processing structure of a CO2 emission amount calculation by an ECU in the third embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an external view of a hybrid vehicle according to an embodiment of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes a fuel supply port 102 and a charging port 104. As will be described later, hybrid vehicle 100 is capable of traveling using an engine and a motor generator, and further configured to be able to charge a power storage device that supplies electric power to the motor generator from a power source outside the vehicle.

  The fuel supply port 102 is a supply port for supplying fuel to a fuel tank that stores fuel used in the engine. Charging port 104 is an external charging interface for supplying electric power from a power source outside the vehicle (hereinafter also referred to as “external power source”) to the power storage device.

  That is, in this hybrid vehicle 100, two types of energy, fuel and electric power, can be supplied from the outside of the vehicle. And in such a vehicle, the user can be interested in the fuel consumption and cost for every energy (fuel and electric power) replenished from the outside. Therefore, in hybrid vehicle 100, information such as fuel efficiency is notified to the user for each energy (fuel and electric power) replenished from the outside of the vehicle, as will be described below.

  FIG. 2 is a functional block diagram of the hybrid vehicle according to the first embodiment. Referring to FIG. 2, hybrid vehicle 100 includes an engine 2, a power split mechanism 4, motor generators 6, 10, a transmission gear 8, a drive shaft 12, and wheels 14. The hybrid vehicle 100 includes a power storage device 16, power converters 18 and 20, a fuel tank 22, a fuel supply port 102, a charger 24, a charging port 104, an ECU (Electronic Control Unit) 26, And a notification unit 28.

  Power split device 4 is coupled to engine 2, motor generator 6, and transmission gear 8 to distribute power among them. For example, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used as the power split mechanism 4, and these three rotation shafts are connected to the rotation shafts of the engine 2, the motor generator 6, and the transmission gear 8, respectively. Is done. The rotation shaft of motor generator 10 is connected to the rotation shaft of transmission gear 8. That is, motor generator 10 and transmission gear 8 have the same rotation shaft, and the rotation shaft is connected to the ring gear of power split device 4.

  Kinetic energy generated by the engine 2 is distributed to the motor generator 6 and the transmission gear 8 by the power split mechanism 4. That is, engine 2 is incorporated in hybrid vehicle 100 as a power source for driving transmission gear 8 that transmits power to drive shaft 12 and driving motor generator 6. The motor generator 6 is incorporated in the hybrid vehicle 100 so as to operate as a generator driven by the engine 2 and to operate as an electric motor that can start the engine 2. Motor generator 10 is incorporated in hybrid vehicle 100 as a power source that drives transmission gear 8 that transmits power to drive shaft 12.

  The power storage device 16 is a DC power source that can be charged and discharged, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion. The power storage device 16 supplies power to the power converters 18 and 20. Power storage device 16 is charged by receiving power from power converters 18 and / or 20 when motor generator 6 and / or 10 generates power. Furthermore, the power storage device 16 is charged by receiving power from the charger 24 when charging from an external power source (not shown) connected to the charging port 104. Note that a large-capacity capacitor can also be adopted as the power storage device 16, and the power generated by the motor generators 6 and 10 and the power from the external power source can be temporarily stored, and the stored power can be supplied to the motor generators 6 and 10. Any power buffer can be used. Note that voltage VB of power storage device 16 and current IB input / output to power storage device 16 are detected by a sensor (not shown), and the detected value is output to ECU 26.

  Based on signal PWM 1 from ECU 26, power converter 18 converts the power generated by motor generator 6 into DC power and outputs it to power storage device 16. Based on signal PWM <b> 2 from ECU 26, power converter 20 converts DC power supplied from power storage device 16 into AC power and outputs the AC power to motor generator 10. Power converter 18 converts DC power supplied from power storage device 16 into AC power and outputs it to motor generator 6 based on signal PWM1 when engine 2 is started. Further, power converter 20 converts the electric power generated by motor generator 10 into DC power based on signal PWM 2 and outputs it to power storage device 16 when the vehicle is braked or when acceleration is reduced on a downward slope.

  Motor generators 6 and 10 are AC motors, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. The motor generator 6 converts the kinetic energy generated by the engine 2 into electric energy and outputs it to the power converter 18. Motor generator 6 generates driving force by the three-phase AC power received from power converter 18 and starts engine 2.

  Motor generator 10 generates driving torque for the vehicle using three-phase AC power received from power converter 20. Further, the motor generator 10 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs the electric energy to the power converter 20 when the vehicle is braked or when the acceleration on the down slope is reduced.

  The engine 2 converts thermal energy generated by fuel combustion into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split mechanism 4. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split mechanism 4. The fuel for the engine 2 is preferably hydrocarbon fuel such as gasoline, light oil, ethanol, liquid hydrogen, natural gas, or liquid or gaseous hydrogen fuel.

  The fuel tank 22 stores the fuel supplied from the fuel supply port 102 and supplies the stored fuel to the engine 2. The remaining fuel level FUEL in the fuel tank 22 is detected by a sensor (not shown), and the detected value is output to the ECU 26. Based on signal PWM <b> 3 from ECU 26, charger 24 converts electric power from an external power source provided to charging port 104 into a voltage level of power storage device 16 and outputs the voltage level to power storage device 16.

  ECU 26 generates signals PWM1 and PWM2 for driving power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to power converters 18 and 20, respectively. When ECU 26 receives signal REQ requesting charging of power storage device 16 by charger 24, ECU 26 generates signal PWM 3 for driving charger 24 and outputs the generated signal PWM 3 to charger 24.

  Further, the ECU 26 controls the travel mode of the hybrid vehicle 100. That is, the ECU 26 controls switching between whether the engine 2 is stopped and the vehicle travels using only the motor generator 10 (electric motor travel mode) or the engine 2 operates (hybrid travel mode) (hereinafter, referred to as the hybrid travel mode). The electric motor travel mode is also referred to as “EV mode”, and the hybrid travel mode is also referred to as “HV mode”).

  Further, the ECU 26 determines the amount of electric power replenished from the external power source by the charger 24 based on the detected values of the fuel remaining amount FUEL of the fuel tank 22 and the voltage VB and current IB of the power storage device 16 by the method described later. A travel distance L1 (km / kW) per unit amount and a travel distance L2 (km / L) per unit amount of fuel consumed by the engine 2 are calculated. Then, the ECU 26 outputs a signal DATA indicating the calculated travel distances L1 and L2 to the notification unit 28.

  The notification unit 28 notifies the user of the travel distance L1 per unit amount of power supplied from the external power source and the travel distance L2 per unit fuel based on the signal DATA received from the ECU 26. As a notification mode, any method may be used as long as the travel distances L1 and L2 can be notified to the user. For example, the travel distances L1 and L2 may be displayed or may be notified by voice.

  FIG. 3 is a functional block diagram of ECU 26 shown in FIG. Referring to FIG. 3, ECU 26 includes a power conversion control unit 32, a travel mode control unit 34, a notification control unit 36, and a charge control unit 38. Power conversion control unit 32 receives torque command values TR1 and TR2 of motor generators 6 and 10, motor currents MCRT1 and MCRT2 and rotor rotational positions θ1 and θ2, voltage VB of power storage device 16, and vehicle travel mode (EV mode / HV Based on the mode signal MD from the travel mode control unit 34 indicating the (mode), signals PWM1 and PWM2 for driving the motor generators 6 and 10 are generated, and the generated signals PWM1 and PWM2 are respectively converted into voltage converters 18. , 20 are output. The torque command values TR1 and TR2 are calculated by a torque calculation unit (not shown) based on the accelerator opening and the vehicle speed. Each of motor currents MCRT1, MCRT2, rotor rotational positions θ1, θ2, and voltage VB is detected by a sensor (not shown).

  Traveling mode control unit 34 receives accelerator opening signal ACC indicating the accelerator opening, vehicle speed signal SPD indicating the vehicle speed, and detected values of voltage VB and current IB of power storage device 16. Traveling mode control unit 34 calculates the state of charge of power storage device B (hereinafter also referred to as “SOC (State of Charge)”) based on the detected values of voltage VB and current IB. Then, traveling mode control unit 34 calculates an output request value of engine 2 based on accelerator opening signal ACC, vehicle speed signal SPD and the calculated SOC, and based on the calculated output request value of engine 2. , It is determined whether to travel in the EV mode or the HV mode.

  FIG. 4 is a diagram for explaining the switching of the running mode. Referring to FIG. 4, the vertical axis represents the engine output request value, and the horizontal axis represents the vehicle speed. A solid line indicates a switching threshold value between the EV mode and the HV mode. When the engine output request value is equal to or less than the threshold value, it is determined that the engine 2 is stopped (EV mode), and when the engine output request value exceeds the threshold value, the engine 2 is started to run. It is determined to be a thing (HV mode). Note that this threshold value changes according to the vehicle speed, and is, for example, large at low speed (that is, the EV mode is emphasized), and becomes zero when the vehicle speed exceeds a specified value (that is, the HV mode is always set). .

  Referring to FIG. 3 again, traveling mode control unit 34 generates a mode signal MD indicating the traveling mode, and outputs it to power conversion control unit 32 and notification control unit 36.

  When the signal REQ requesting charging of the power storage device 16 by the charger 24 is activated, the charging control unit 38 is based on the detected values of the voltage VAC and the current IAC of the power input from the charging port 104. A signal PWM 3 for driving the charger 24 is generated and output to the charger 24. Note that the voltage VAC and the current IAC are detected by sensors (not shown). In addition, the charging control unit 38 generates a signal CHRG indicating that the power storage device 16 is being externally charged while the power storage device 16 is being charged from the external power source, and outputs the signal CHRG to the notification control unit 36.

  Notification control unit 36 receives detected values of voltage VB and current IB of power storage device 16 and remaining fuel level FUEL of fuel tank 22. Notification control unit 36 receives detected values of torque command value TR2 of motor generator 10 and motor rotational speed MRN2. Furthermore, notification control unit 36 receives mode signal MD from travel mode control unit 34 and signal CHRG from charge control unit 38.

  Then, the notification control unit 36, according to a control structure described later, travel distance L1 per unit amount of power replenished from the external power source by the charger 24, and travel distance L2 per unit amount of fuel consumed by the engine 2. And calculate.

  That is, in this hybrid vehicle 100, two types of energy, fuel and electric power, can be supplied from the outside of the vehicle, but the notification control unit 36 calculates the travel distance per unit amount for each energy of the fuel and electric power. The calculation result is output to the notification unit 28 as a signal DATA.

  Here, the notification control unit 36 manages the power storage amount of the power storage device 16 separately into the EV power storage amount CH1 and the HV power storage amount CH2 in order to calculate the travel distance per unit amount for each energy of fuel and electric power. To do. In other words, when traveling in the EV mode, the vehicle is driven by electric power supplied from an external power source, and the regenerative power recovered by the motor generator 10 during braking of the vehicle or when acceleration is reduced on a downward slope is also generated by the external power source. Assuming that the electric power replenished from is converted into kinetic energy or potential energy and part of it is reconverted into electric energy, the notification control unit 36 sets the electric storage amount of the electric storage device 16 in the EV mode to EV electric storage amount CH1. to manage.

  On the other hand, when traveling in the HV mode, the electric power generated by the motor generator 6, the electric power consumed by the motor generator 10 during traveling, and the motor generator 10 collects when braking the vehicle or reducing acceleration on the down slope. The notification control unit 36 manages the amount of power stored in the power storage device 16 in the HV mode using the HV power storage amount CH2 on the assumption that any of the regenerative power is fuel converted into electric energy.

  Then, the notification control unit 36 calculates the travel distance L1 per unit charging power by dividing the travel distance in the EV mode by the decrease amount of the EV storage amount CH1. Further, the notification control unit 36 converts the amount of change in the HV charged amount CH2 into fuel, and calculates the effective fuel usage amount by compensating the actual fuel usage amount with the converted value. Then, the notification control unit 36 calculates the travel distance L2 per unit fuel by dividing the travel distance in the HV mode by the effective fuel usage.

  FIG. 5 is a diagram conceptually showing the amount of power stored in power storage device 16 managed in ECU 26 shown in FIG. Referring to FIG. 5, as described above, the amount of power stored in power storage device 16 is managed by being divided into EV stored amount CH1 and HV stored amount CH2. The change in the amount of electricity stored in power storage device 16 when the power storage device 16 is charged from the external power source connected to the charging port 104 and when traveling in the EV mode is managed by the EV power storage amount CH1. On the other hand, the change in the charged amount during traveling in the HV mode is managed by the HV charged amount CH2.

  The reduction amount of the EV storage amount CH1 corresponds to the reduction amount of the electric power replenished from the external power source, and the reduction amount of the HV storage amount CH2 is the amount of fuel required to generate power by the engine 2. Equivalent to.

  FIG. 6 is a diagram showing a configuration example of the notification unit 28 shown in FIG. Referring to FIG. 6, notification unit 28 includes display units 42 and 44. The display unit 42 displays a travel distance L1 (km / kW) per unit amount of power supplied from the external power source by the charger 24. The display unit 44 displays a travel distance L2 (km / L) per unit amount of fuel consumed by the engine 2. Thereby, the user can know the travel distance per unit amount for each energy (electric power / fuel) supplied from the outside of the vehicle.

  FIG. 7 is a flowchart schematically showing a processing structure of ECU 26 when charging power storage device 16 from an external power source. Note that the processing of this flowchart is executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 7, ECU 26 charges power storage device 16 using charger 24 from an external power source connected to charging port 104 based on signal REQ indicating a charge request to power storage device 16 by charger 24. Is determined (step S10). When it is determined that charging of power storage device 16 is to be executed (YES in step S10), ECU 26 generates signal PWM3 for driving charger 24 and outputs the signal PWM3 to charger 24. Is charged (step S20).

  At this time, ECU 26 calculates charging power supplied to power storage device 16 based on current IB and voltage VB of power storage device 16, and updates EV power storage amount CH1 based on the calculated charging power (step). S30). Specifically, the ECU 26 adds the calculated charging power amount to the EV storage amount CH1.

  Next, ECU 26 determines whether or not charging of power storage device 16 has been completed (step S40). If it is determined that charging has not ended (NO in step S40), ECU 26 proceeds to step S20 again. On the other hand, when it is determined that charging has been completed (YES in step S40), ECU 26 proceeds to step S50, and the series of processes ends.

  FIG. 8 is a flowchart showing the processing structure of the travel distance calculation per unit energy amount by the ECU 26 shown in FIG. It should be noted that the processing of this flowchart is called from the main routine and executed every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 8, ECU 26 calculates an output request value of engine 2 based on accelerator opening signal ACC, vehicle speed signal SPD, and SOC of power storage device 16, and based on the calculated output request value of engine 2. Then, it is determined whether the vehicle travels in the EV mode or the HV mode (step S110).

  If it is determined that the vehicle travels in the EV mode (“EV mode” in step S110), ECU 26 determines whether motor generator 10 is being regenerated based on torque command value TR2 of motor generator 10 and motor rotational speed MRN2. Determination is made (step S120). Specifically, ECU 26 determines that motor generator 10 is being regenerated when the torque direction and rotation direction of motor generator 10 are different, that is, when signs of torque command value TR2 and motor rotation speed MRN2 are different. .

  If it is determined in step S120 that regeneration is not being performed (NO in step S120), ECU 26 calculates the amount of power used by motor generator 10 (step S130). The power consumption may be calculated based on the motor voltage and motor current of motor generator 10, or the discharge power of power storage device 16 is calculated based on voltage VB and current IB of power storage device 16, and the calculation is performed. The value may be the power usage. Then, the ECU 26 updates the EV power storage amount CH1 by subtracting the calculated power usage amount from the EV power storage amount CH1 (step S140).

  On the other hand, if it is determined in step S120 that regeneration is in progress (YES in step S120), ECU 26 calculates the amount of regenerative power output from motor generator 10 (step S150). The regenerative power amount may be calculated based on the motor voltage and motor current of motor generator 10, or the charging power of power storage device 16 is calculated based on voltage VB and current IB of power storage device 16, and the calculation is performed. The value may be the regenerative power amount. Then, the ECU 26 updates the EV storage amount CH1 by adding the calculated regenerative power amount to the EV storage amount CH1 (step S160).

  Next, the ECU 26 calculates a travel distance L1 per unit amount of electric power replenished from the external power source by the charger 24 by dividing the travel distance in the EV mode by the decrease amount of the EV storage amount CH1 (step S170). ). More specifically, the ECU 26 counts the travel distance in the EV mode from the start of travel after the end of charging, and divides the travel distance by the amount of decrease in the EV charged amount CH1 from the start of travel. A travel distance L1 per electric power is calculated.

  When the travel distance L1 is calculated, the ECU 26 outputs the calculated travel distance L1 to the notification unit 28 (step S180). Thereby, the user can know the travel distance (equivalent to fuel consumption) per unit amount of power (charged power) replenished from the external power source.

  On the other hand, when it is determined in step S110 that the vehicle travels in the HV mode ("HV mode" in step S110), ECU 26 determines whether motor generator 10 is regenerating based on torque command value TR2 and motor rotational speed MRN2. Is determined (step S190).

  If it is determined in step S190 that regeneration is not being performed (NO in step S190), ECU 26 determines whether motor generator 6 is generating power using the output of engine 2 (step S200). If it is determined that power generation is in progress (YES in step S200), ECU 26 calculates the amount of power generated by motor generator 6 (step S210). The generated power amount can be calculated based on, for example, the motor voltage and motor current of the motor generator 6. On the other hand, when it is determined in step S200 that power generation is not being performed (NO in step S200), ECU 26 proceeds to step S220.

  Next, the ECU 26 calculates the power usage amount of the motor generator 10 (step S220). Then, ECU 26 updates HV power storage amount CH2 with the amount of electric power generated by motor generator 6 calculated at step S210 and the amount of electric power used by motor generator 10 calculated at step S220 (step S230). More specifically, the ECU 26 adds the power generation amount calculated in step S210 to the HV power storage amount CH2, and subtracts the power usage amount calculated in step S220 from the HV power storage amount CH2, thereby obtaining the HV power storage amount. Update CH2.

  On the other hand, when it is determined in step S190 that regeneration is in progress (YES in step S190), ECU 26 calculates the amount of regenerative power output from motor generator 10 (step S240). Then, the ECU 26 updates the HV power storage amount CH2 by adding the calculated regenerative power amount to the HV power storage amount CH2 (step S250).

  Next, the ECU 26 converts the amount of change in the HV charged amount CH2 (increase is positive) into fuel, and calculates the effective fuel usage by subtracting the converted value from the actual fuel usage (step S260). . More specifically, the ECU 26 obtains a conversion coefficient for converting the amount of change in the HV charged amount CH2 into fuel from the relationship between the amount of fuel used and the amount of power generated when the motor generator 6 generates power, and uses the conversion coefficient. The amount of change in the HV storage amount CH2 is converted into fuel. Further, the ECU 26 calculates the actual fuel usage amount by the engine 2 based on the detected value of the fuel remaining amount FUEL in the fuel tank 22. Then, the ECU 26 calculates the effective fuel usage amount by subtracting the fuel conversion value of the change amount of the HV charged amount CH2 from the actual fuel usage amount.

  When the effective fuel use amount is calculated in step S260, the ECU 26 calculates the travel distance L2 per unit fuel by dividing the travel distance in the HV mode by the effective fuel use amount (step S270). When the travel distance L2 is calculated, the ECU 26 outputs the calculated travel distance L2 to the notification unit 28 (step S280). Thereby, the user can know the travel distance per unit fuel (that is, fuel consumption) in the hybrid vehicle 100.

  As described above, in the first embodiment, hybrid vehicle 100 can charge power storage device 16 from the external power source using charger 24. According to the first embodiment, since the travel distance L1 per unit charging power and the travel distance L2 per unit fuel are calculated and notified to the user, energy supplied from the outside of the vehicle (fuel and fuel) The travel distance per unit amount can be notified to the user for each (electric power).

[Embodiment 2]
In the second embodiment, the user is notified of the travel cost of charging power supplied from an external power source and the travel cost of fuel. That is, the travel cost when traveling in the EV mode and the travel cost when traveling in the HV mode are presented to the user.

  Referring to FIGS. 2 and 3 again, hybrid vehicle 100A according to the second embodiment includes ECU 26A and notification unit 28A in place of ECU 26 and notification unit 28 in the configuration of hybrid vehicle 100 according to the first embodiment. .

  ECU 26A includes a notification control unit 36A in place of notification control unit 36 in the configuration of ECU 26 in the first embodiment. The notification control unit 36A calculates a travel cost C1 when traveling in the EV mode and a travel cost C2 when traveling in the HV mode according to a control structure described later. That is, the travel cost C1 is a cost per unit travel distance (yen / km) of power supplied from an external power source, and the travel cost C2 is a fuel cost (yen / km) per unit travel distance.

  Specifically, the notification control unit 36A divides the traveling cost C1 (yen / km) by dividing the unit price (yen / kW) of power supplied from the external power source by the above-mentioned traveling distance L1 (km / kW). calculate. Further, the notification control unit 36A calculates the travel cost C2 (yen / km) by dividing the fuel unit price (yen / L) by the travel distance L2 (km / L). Then, the notification control unit 36A outputs the calculated traveling costs C1 and C2 to the notification unit 28A as a signal DATA.

  Each unit price of power and fuel supplied from an external power source may be acquired wirelessly from an external server having information on energy unit prices, or may be settable by the user. In addition, the power unit price may be acquired from the outside of the vehicle by constructing a communication system that uses the charging power line as a communication line to acquire via the power line when charging from an external power source. The electric power unit price and fuel unit price parameters are stored in a storage unit (not shown).

  The notification unit 28A notifies the user of the travel cost C1 when traveling in the EV mode and the travel cost C2 when traveling in the HV mode based on the signal DATA received from the ECU 26A. In addition, as a mode of notification, any method may be used as long as the travel costs C1 and C2 can be notified to the user. For example, the travel costs C1 and C2 may be displayed or notified by voice.

  Other configurations of hybrid vehicle 100A are the same as hybrid vehicle 100 in the first embodiment.

  FIG. 9 is a diagram illustrating a configuration example of the notification unit 28A in the second embodiment. Referring to FIG. 9, notification unit 28A includes display units 42A and 44A. Display unit 42A displays traveling cost C1 (yen / km) during traveling in the EV mode. The display unit 44A displays the traveling cost C2 (yen / km) when traveling in the HV mode. Thus, the user can know the traveling cost (yen / km) for each energy (electric power / fuel) supplied from the outside of the vehicle.

  FIG. 10 is a flowchart showing a processing structure of travel cost calculation by ECU 26A in the second embodiment. Note that the processing of this flowchart is also called and executed from the main routine every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 10, this flowchart includes steps S300 and S310 instead of steps S180 and S280 in the flowchart shown in FIG. 8, and further includes steps S320 and S330. In other words, when the travel distance L1 per unit charging power is calculated in step S170, the ECU 26A sets the unit price (yen / kW) of power supplied from the external power source by the calculated travel distance L1 (km / kW). By dividing, a travel cost per unit travel distance, that is, a travel cost C1 (yen / km) when traveling in the EV mode is calculated (step S300).

  Further, when the travel distance L2 per unit fuel is calculated in step S270, the ECU 26A divides the fuel unit price (yen / L) by the calculated travel distance L2 (km / L) to thereby calculate the unit travel distance. The driving cost C2 (yen / km) when driving in the HV mode is calculated (step S310).

  Further, the ECU 26A calculates the total fuel consumption of the hybrid vehicle 100A by calculating the sum of the calculated travel costs C1 and C2 (step S320). Then, ECU 26A outputs the sum of travel costs C1, C2 calculated in steps S300, S310 and travel costs C1, C2 calculated in step S320 to notification unit 28A (step S330). Thus, the user can know the traveling cost (yen / km) for each energy (electric power / fuel) supplied from the outside of the vehicle.

  Although not particularly illustrated, the notification unit 28A can individually display the travel costs C1 and C2 and can also display the sum of the travel costs C1 and C2.

  As described above, according to the second embodiment, the travel cost C1 per unit travel distance of the electric power supplied from the external power source and the travel cost C2 per unit travel distance of the fuel are calculated and notified to the user. Therefore, the travel cost can be notified to the user for each energy (fuel and electric power) replenished from the outside of the vehicle.

[Embodiment 3]
In the third embodiment, the user is notified of the CO2 emission amount during traveling in the EV mode and the CO2 emission amount during traveling in the HV mode.

  Referring to FIGS. 2 and 3 again, hybrid vehicle 100B according to the third embodiment includes ECU 26B and notification unit 28B in place of ECU 26 and notification unit 28 in the configuration of hybrid vehicle 100 according to the first embodiment. .

  ECU 26B includes a notification control unit 36B in place of notification control unit 36 in the configuration of ECU 26 in the first embodiment. The notification control unit 36B calculates a CO2 emission amount EM1 during traveling in the EV mode and a CO2 emission amount EM2 during traveling in the HV mode according to a control structure described later. That is, the CO2 emission amount EM1 is the CO2 emission amount (g / km) per unit travel distance when traveling with electric power supplied from an external power source, and the CO2 emission amount EM2 is the unit travel when traveling with fuel. CO2 emission per distance (g / km).

  Specifically, the notification control unit 36B divides the CO2 amount (g / kW) discharged when generating the electric power supplied from the external power source by the above-mentioned travel distance L1 (km / kW). A discharge amount EM1 (g / km) is calculated. Further, the notification control unit 36B divides the CO2 amount (g / L) emitted when the fuel is consumed by the above-mentioned travel distance L2 (km / L) to thereby reduce the CO2 emission amount EM2 (g / km). Is calculated. Then, the notification control unit 36B outputs the calculated CO2 emission amounts EM1 and EM2 to the notification unit 28B as signals DATA.

  It should be noted that the CO2 amount (g / kW) emitted when generating power replenished from an external power source and the CO2 amount (g / L) emitted when fuel is consumed are information on the CO2 emission amount. It may be acquired wirelessly from an external server, or may be settable by the user. In addition, a CO 2 amount discharged when generating power replenished from an external power source is constructed using a charging power line as a communication line, and a communication system is acquired via the power line when charging from the external power source. May be obtained from Each parameter of the amount of CO2 discharged when generating power supplied from the external power source and the amount of CO2 discharged when fuel is consumed is stored in a storage unit (not shown). Note that the amount of CO2 emitted when the fuel is consumed depends on the traveling situation, and may be calculated in the vehicle.

  The notification unit 28B notifies the user of the CO2 emission amount EM1 during traveling in the EV mode and the CO2 emission amount EM2 during traveling in the HV mode based on the signal DATA received from the ECU 26B. As a notification mode, any method may be used as long as it is possible to notify the user of the CO2 emission amounts EM1 and EM2. For example, the CO2 emission amounts EM1 and EM2 may be displayed or notified by voice. Good.

  Other configurations of hybrid vehicle 100B are the same as those of hybrid vehicle 100 in the first embodiment.

  FIG. 11 is a diagram illustrating a configuration example of the notification unit 28B in the third embodiment. Referring to FIG. 11, notification unit 28B includes display units 42B and 44B. The display unit 42B displays the CO2 emission amount EM1 (g / km) during traveling in the EV mode. The display unit 44B displays the CO2 emission amount EM2 (g / km) during traveling in the HV mode. Accordingly, the user can know the CO2 emission amount (g / km) for each energy (electric power / fuel) supplied from the outside of the vehicle.

  FIG. 12 is a flowchart showing the processing structure of the CO2 emission calculation by ECU 26B in the third embodiment. Note that the processing of this flowchart is also called and executed from the main routine every predetermined time or every time a predetermined condition is satisfied when the vehicle is in a state where it can travel (for example, during activation of the vehicle system).

  Referring to FIG. 12, this flowchart includes steps S400 and S410 instead of steps S180 and S280 in the flowchart shown in FIG. 8, and further includes steps S420 and S430. That is, when the travel distance L1 per unit charging power is calculated in step S170, the ECU 26B calculates the CO2 amount (g / kW) discharged when generating the electric power supplied from the external power source. By dividing by the distance L1 (km / kW), the CO2 emission amount per unit travel distance, that is, the CO2 emission amount EM1 (g / km) when traveling in the EV mode is calculated (step S400).

  Further, when the travel distance L2 per unit fuel is calculated in step S270, the ECU 26B determines the CO2 amount (g / L) discharged when the fuel is consumed as the calculated travel distance L2 (km / L). ) To calculate the CO2 emission amount per unit travel distance, that is, the CO2 emission amount EM2 (g / km) when traveling in the HV mode (step S410).

  Further, the ECU 26B calculates the total CO2 emission amount of the hybrid vehicle 100B by calculating the sum of the calculated CO2 emission amounts EM1 and EM2 (step S420). Then, ECU 26B outputs the sum of CO2 emission amounts EM1, EM2 calculated in steps S400, S410 and CO2 emission amounts EM1, EM2 calculated in step S420 to notification unit 28B (step S430). Accordingly, the user can know the CO2 emission amount (g / km) for each energy (electric power / fuel) supplied from the outside of the vehicle.

  Although not particularly illustrated, the notification unit 28B can individually display the CO2 emission amounts EM1 and EM2 and can also display the sum of the CO2 emission amounts EM1 and EM2.

  As described above, according to the third embodiment, the CO2 emission amount EM1 per unit mileage of the electric power supplied from the external power source and the CO2 emission amount EM2 per unit mileage of the fuel are calculated and used by the user. Therefore, it is possible to notify the user of the CO2 emission amount for each energy (fuel and electric power) replenished from the outside of the vehicle.

  In the second embodiment, the unit price of electric power and the unit price of fuel use fuel (L) and electric power (kW), which are physical quantities in different units, in a common unit of travel cost (yen / km). It can be said that it is a correction coefficient or parameter for providing to a person. In the third embodiment, the amount of CO2 discharged when generating electric power replenished from an external power source and the amount of CO2 discharged when fuel is consumed are fuels having different physical quantities. It can be said that this is a correction coefficient or parameter for providing (L) and electric power (kW) to the user in a common unit of CO2 emission (g / km). The correction coefficients (parameters) are not limited to those described above, and the physical quantities of energy sources different from each other or the physical quantities that differ for each traveling mode are calculated based on traveling costs, CO2 consumption (weight, mass, etc.), energy ( Any function can be used as long as it functions as a correction coefficient (parameter) for aligning to a common unit such as kW).

  The correction coefficient (parameter) may be stored in advance in the vehicle or may be input from the outside. As a method of inputting the correction coefficient (parameter) from the outside, the user may input it from the operation unit, or before or after charging from the external power source, during charging, after charging, etc. You may acquire from a charging device, a server, etc.

  In the second and third embodiments, the physical quantities having different scales for each type of energy are arranged in a common scale so that the user can make a relative comparison. Also good. That is, a configuration may be adopted in which physical quantities having different scales for each type of energy are arranged on a common scale, and then added together and the total value is notified to the user. With such a configuration, for example, it is possible to provide the user with the total value of CO2 generated by fuel consumption and power consumption, or to provide the user with the total cost to be paid along with fuel consumption and power consumption. It becomes.

  Similarly, in the above second and third embodiments, the physical quantities having different scales for each driving mode are arranged so as to be compared with a common scale so that the user can make a relative comparison. Also good. That is, a configuration may be adopted in which physical quantities having different scales for each type of travel mode are arranged on a common scale, and then added together and the total value is notified to the user. With such a configuration, for example, a total value of CO2 generated when traveling in the EV mode and CO2 generated when traveling in the HV mode is provided to the user, or energy required for traveling in the EV mode and the HV mode are provided. It is possible to provide the user with the total cost of energy required for traveling.

  In each of the above embodiments, the power storage device 16 is charged from the external power source by the dedicated charger 24. However, the charging method of the power storage device 16 from the external power source is limited to such a method. Absent. For example, a power line pair connected to charging port 104 is connected to the neutral point of motor generators 6 and 10, and power from an external power source applied from charging port 104 to the neutral point of motor generators 6 and 10 is converted into a power converter. The power storage device 16 may be charged by conversion using 18 and 20.

  In each of the above-described embodiments, the series / parallel type hybrid vehicle has been described in which the power split mechanism 4 can split and transmit the power of the engine 2 to the transmission gear and the motor generator 6. It can also be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 2 only to drive the motor generator 6 and generates the driving force of the vehicle only by the motor generator 10, or regenerative energy among the kinetic energy generated by the engine 2. The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which a motor assists the engine as the main power if necessary.

  Further, the present invention is not limited to a hybrid vehicle that receives replenishment of electric power and fuel from the outside of the vehicle. For example, the so-called replenishment of ethanol (first energy) and gasoline (second energy) is performed. It can also be applied to bi-fuel vehicles. In other words, the present invention may be any vehicle as long as it travels by receiving a plurality of different types of energy supply from the outside of the vehicle, and the motor generator and the power storage device described above are not essential in the present invention. In each of the above embodiments, fuel can be regarded as first energy and electric power can be regarded as second energy.

  In the above, the control in the ECUs 26, 26A, 26B is actually performed by a CPU (Central Processing Unit), and the CPU stores a program including each step of the flowcharts shown in FIGS. Read Only Memory), execute the read program, and execute processing according to the flowchart. Therefore, the ROM corresponds to a computer (CPU) readable recording medium in which a program including each step of the flowchart is recorded.

  In the above, charger 24 corresponds to an embodiment of “charging device” in the present invention, and notification control units 36, 36A, and 36B correspond to an embodiment of “calculation unit” in the present invention. Engine 2 corresponds to an embodiment of “internal combustion engine” in the present invention, and motor generator 10 corresponds to an embodiment of “electric motor” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  2 engine, 4 power split mechanism, 6, 10 motor generator, 8 transmission gear, 12 drive shaft, 14 wheels, 16 power storage device, 18, 20 power converter, 22 fuel tank, 24 charger, 26, 26A, 26B ECU 28, 28A, 28B Notification unit, 32 Power conversion control unit, 34 Travel mode control unit, 36, 36A, 36B Notification control unit, 38 Charge control unit, 42, 42A, 42B, 44, 44A, 44B Display unit, 100 , 100A, 100B Hybrid vehicle, 102 Refueling port, 104 Charging port.

Claims (6)

A hybrid vehicle that runs using fuel and electric power as energy sources,
A power storage device for storing the power;
A charging device configured to be able to charge the power storage device from a power source external to the vehicle;
An arithmetic unit for calculating a first travel distance indicating a travel distance per unit amount of electric power supplied from the power source by the charging device and a second travel distance indicating a travel distance per unit amount of the fuel; ,
A notification unit that notifies the user of the first and second mileage calculated by the calculation unit;
The hybrid vehicle, wherein the second travel distance includes a travel amount by electric power generated from the fuel. A hybrid vehicle that runs using fuel and electric power as energy sources,
A power storage device for storing the power;
A charging device configured to be able to charge the power storage device from a power source external to the vehicle;
A calculation unit that calculates a first cost indicating a cost per unit travel distance of the electric power supplied from the power source by the charging device, and a second cost indicating a cost per unit travel distance of the fuel;
A notification unit that notifies the user of the first and second costs calculated by the calculation unit;
The calculation unit is a hybrid vehicle that calculates the second cost in consideration of a travel amount by electric power generated from the fuel. A hybrid vehicle that runs using fuel and electric power as energy sources,
A power storage device for storing the power;
A charging device configured to be able to charge the power storage device from a power source external to the vehicle;
A first carbon dioxide emission amount indicating a carbon dioxide emission amount per unit travel distance of electric power replenished from the power source by the charging device, and a second carbon dioxide emission amount indicating a carbon dioxide emission amount per unit travel distance of the fuel. A computing unit for calculating carbon emissions,
A notification unit for notifying a user of the first and second carbon dioxide emissions calculated by the calculation unit;
The calculation unit is a hybrid vehicle that calculates the second carbon dioxide emission amount in consideration of a travel amount by electric power generated from the fuel. A method of notifying a hybrid vehicle that runs using fuel and electric power as energy sources,
The hybrid vehicle includes a power storage device that stores the power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle,
The notification method is:
Calculating a first travel distance indicating a travel distance per unit amount of power supplied from the power source by the charging device;
Calculating a second travel distance indicating a travel distance per unit amount of the fuel;
Notifying the user of the calculated first and second mileage,
The step of calculating the second travel distance is a hybrid vehicle notification method in which the second travel distance is calculated in consideration of a travel amount by electric power generated from the fuel. A method of notifying a hybrid vehicle that runs using fuel and electric power as energy sources,
The hybrid vehicle includes a power storage device that stores the power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle,
The notification method is:
Calculating a first cost indicating a cost per unit travel distance of electric power replenished from the power source by the charging device;
Calculating a second cost indicating a cost per unit travel distance of the fuel;
Notifying the user of the calculated first and second costs,
The method of notifying the hybrid vehicle, wherein the step of calculating the second cost calculates the second cost in consideration of a travel amount by the electric power generated from the fuel. A method of notifying a hybrid vehicle that runs using fuel and electric power as energy sources,
The hybrid vehicle includes a power storage device that stores the power, and a charging device configured to be able to charge the power storage device from a power source outside the vehicle,
The notification method is:
Calculating a first carbon dioxide emission amount indicating a carbon dioxide emission amount per unit travel distance of electric power replenished from the power source by the charging device;
Calculating a second carbon dioxide emission amount indicating a carbon dioxide emission amount per unit travel distance of the fuel;
Notifying the user of the calculated first and second carbon dioxide emissions,
The step of calculating the second carbon dioxide emission amount is a method for notifying a hybrid vehicle, wherein the second carbon dioxide emission amount is calculated in consideration of a travel amount by electric power generated from the fuel.

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