JP2010254053A - Display of greenhouse effect gas emission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display of greenhouse effect gas emission capable of correctly calculating and displaying the greenhouse effect gas emission for a vehicle having drive sources of different kinds. <P>SOLUTION: The display of greenhouse effect gas emission which is mounted on a vehicle having drive sources of different kinds includes an energy consumption calculating means for calculating the energy consumption for each of the drive sources of different kinds, and a greenhouse effect gas emission calculating means for calculating the greenhouse effect gas emission for each of the drive sources of different kinds based on the energy consumption calculated by the energy consumption calculating means. The display of greenhouse effect gas emission displays the greenhouse effect gas emission for each of the drive sources of different kinds calculated by the greenhouse effect gas emission calculating means. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

The present invention relates to a greenhouse gas emission display device that is mounted on a vehicle and displays an emission amount of a greenhouse gas such as CO ₂ .

  Conventionally, the driver and other passengers are notified of greenhouse gas emissions resulting from energy consumption due to driving of the vehicle and the operation of the on-board air conditioner, thereby instructing the driver to perform environmentally friendly driving and on-vehicle equipment operations. Research and practical application of the device are underway.

In this connection, the fuel consumption and driving conditions of the vehicle are transmitted to the center via a wireless communication network. Based on the obtained information, the fuel consumption by driving the vehicle and the greenhouse such as CO ₂ due to fuel consumption. An invention relating to a system for enlightening and advising to perform an eco-driving based on the information by calculating the emission amount of effect gas has been disclosed (for example, see Patent Document 1).

JP 2004-157842 A

  However, it is considered that the above-described conventional system is applied to different types of driving sources, for example, a fuel such as gasoline and a hybrid vehicle in which an engine and a motor are driven by electric power stored in a battery, respectively. First, when applied to this type of vehicle, the amount of greenhouse gas emissions may not be accurately calculated.

  The present invention is for solving such problems, and it is possible to accurately calculate and display greenhouse gas emissions for vehicles having different types of drive sources. The main purpose is to provide a device.

In order to achieve the above object, the first aspect of the present invention provides:
A greenhouse gas emission display device mounted on a vehicle having different types of driving sources,
Energy consumption calculating means for calculating energy consumption for each of the different types of drive sources;
A greenhouse gas emission calculating means for calculating a greenhouse gas emission amount for each of the different types of driving sources based on the energy consumption calculated by the energy consumption calculating means;
With
It is a greenhouse gas emission display device for displaying the greenhouse gas emission for each of the different types of driving sources calculated by the greenhouse gas emission calculation means.

  According to the first aspect of the present invention, the energy consumption calculating means for calculating the energy consumption for each different type of driving source, and the different types of driving based on the energy consumption calculated by the energy consumption calculating means. Because it has a greenhouse gas emission calculation means for calculating the greenhouse gas emission amount for each source, it is possible to accurately calculate and display the greenhouse gas emission amount for vehicles having different types of driving sources. .

In the first aspect of the present invention,
The different types of drive sources include, for example, fuel and stored electric power.

The second aspect of the present invention is:
A greenhouse gas emission display device mounted on a vehicle that can run on different types of fuel,
Fuel property determination means for determining the property of the fuel used for traveling;
A greenhouse gas emission calculating means for calculating a greenhouse gas emission based on the determination result by the fuel property determining means;
With
It is a greenhouse gas emission display device for displaying the greenhouse gas emission calculated by the greenhouse gas emission calculating means.

  According to the second aspect of the present invention, the fuel property determination means for determining the property of the fuel used for traveling, and the greenhouse gas for calculating the greenhouse gas emission based on the determination result by the fuel property determination means Since the emission amount calculating means is provided, it is possible to accurately calculate and display the greenhouse gas emission amount for vehicles that can be driven by different types of fuel.

In a second aspect of the invention,
The different types of fuel include, for example, gasoline and alcohol fuel.

In the first or second aspect of the present invention,
The greenhouse gas emission calculation means is characterized by separately calculating the amount of greenhouse gas discharged for traveling and the amount of greenhouse gas discharged for use other than traveling. It may be a thing.

in this case,
Distinguishing between the amount of greenhouse gas emitted for traveling the vehicle calculated by the greenhouse gas emission calculating means and the amount of greenhouse gas emitted for uses other than vehicle traveling It is good also as what is displayed.

  ADVANTAGE OF THE INVENTION According to this invention, the greenhouse gas emission display apparatus which can calculate and display the amount of greenhouse gas emission correctly about the vehicle which has a different kind of drive source can be provided.

1 is a system configuration example of a greenhouse gas emission display device 1 according to a first embodiment of the present invention. It is an example of the map for calculating driver request torque Td # from accelerator opening AC. It is an example of a map for deriving a target torque Te # and a target rotational speed Ne # of the engine 32 from the engine required power Pe. It is a collinear diagram which shows the dynamic relationship in the state in which each calculated target torque was output. It is a conceptual diagram which shows the energy division used as the basis of the calculation which the energy consumption calculation part 16 performs, and is a figure which shows the output request | requirement Pw and its breakdown, and the breakdown of an energy supply source. It is a conceptual diagram which shows the energy division used as the basis of the calculation which the energy consumption calculation part 16 performs, and is a figure which shows the output request | requirement Pw and its breakdown, and the breakdown of an energy supply source. It is a figure which shows the flow of the calculation for calculating electric power generation cost ratio (alpha) e. It is an example of a display screen in which ΔGed, ΔGea, ΔGbd, and ΔGba are sequentially displayed on the display device 20 in the form of a bar graph. The calculation processing by the energy consumption calculation part 16 and the greenhouse gas emission calculation part 18 is shown in the form of a flowchart. It is an example of a system configuration | structure of the greenhouse gas emission amount display apparatus 2 which concerns on 2nd Example of this invention. It is an example of the display screen in 2nd Example. The calculation processing by the energy consumption calculation unit 30C and the greenhouse gas emission calculation unit 30D is shown in the form of a flowchart.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

<First embodiment>
Hereinafter, a greenhouse gas emission display device 1 according to a first embodiment of the present invention will be described with reference to the drawings.

[Constitution]
FIG. 1 is a system configuration example of a greenhouse gas emission display device 1 according to a first embodiment of the present invention. The greenhouse gas emission display device 1 is mainly configured by an HV (hybrid) control computer 10 and a display device 20.

  The HV control computer 10 is, for example, a microcomputer in which a ROM (Read Only Memory), a RAM (Random Access Memory), and the like are connected to each other via a bus with a central processing unit (CPU) as a center. Hard disk drive (DVD), digital versatile disk (DVD) drive, compact disc-recordable (CD-R) drive, EEPROM (Electronically Erasable and Programmable Read Only Memory) and other storage devices, I / O ports, timers, counters, etc. . The storage device stores programs and data executed by the CPU.

  The HV control computer 10 includes HV control unit 12, motor control unit 14, energy consumption calculation unit 16, and greenhouse gas emission calculation unit as main functional blocks that function when the CPU executes the program. 18. The role of these functional blocks will be described later. Note that these functional blocks do not necessarily have to be based on another program, and a part for realizing a plurality of functional blocks may be included in the same program. Further, the energy consumption calculation unit 16 and the greenhouse gas emission calculation unit 18 do not necessarily have to be a function of the HV control computer 10, and may be a function of another computer, and realize these. A dedicated computer may be provided.

  A display device 20 is connected to the HV control computer 10. The display device 20 is a liquid crystal display device shared with, for example, an in-vehicle navigation device. Not only this but the dot display installed in the combination meter may be used, and HUD (Head Up Display) may be used.

  Further, an engine control computer 30, a battery computer 40, and a skid control computer 50 are connected to the HV control computer 10 through multiple communication lines. In this multiplex communication line, CAN (Controller Area Network), low-speed body communication protocol represented by LIN (Local Interconnect Network), multimedia communication protocol represented by MOST (Media Oriented Systems Transport), FlexRay, etc. Information is transmitted and received using an appropriate communication protocol.

  The engine control computer 30 is connected to various devices constituting the engine 32 and controls the throttle opening and the fuel injection amount. The engine control computer 30 calculates the engine speed Ne by recognizing the rotation angle of the crankshaft of the engine 32 and outputs it to the HV control computer 10 and other computers.

  The power output from the engine 32 is transmitted to the axle via a transaxle including a generator 34, a power split mechanism 36, and a motor 38. The engine 32 is, for example, an internal combustion engine that mainly outputs driving power using fuel such as gasoline. The generator 34 and the motor 38 are, for example, PM-type synchronous generator motors that can generate electric power, which include a rotor with a permanent magnet attached to the outer surface and a stator wound with a three-phase coil.

  Power split device 36 is, for example, a planetary gear. A rotating shaft of the generator 34 is connected to the sun gear in the planetary gear via a sun gear shaft. A rotation shaft of a motor 38 is connected to the ring gear via a ring gear shaft and a reduction gear. An axle is connected to the ring gear shaft of the ring gear through a gear mechanism. The crankshaft of the engine 32 is connected to the carrier via a damper or the like. In addition, since the various things etc. are already well-known about the principle of the power split by such a planetary gear, detailed description is abbreviate | omitted.

  Connected to the battery computer 40 are a current sensor 44 attached to a power line connecting the battery 42 and the in-vehicle device, a voltage sensor for measuring a voltage between terminals of the battery 42 (not shown), a temperature sensor for detecting the temperature of the battery 42, and the like. Has been.

  The battery computer 40 generally calculates the state of charge (SOC) of the battery 42 by integrating the detection value of the current sensor 44 and dividing by the charge amount at the time of full charge, and the HV control computer 10 and other Output to computer.

  The battery 42 is, for example, a lithium ion battery. The battery 42 is charged by performing regenerative control in the generator 34 and the motor 38, and supplies power to these when the power running control is performed in the generator 34 and the motor 38.

  The skid control computer 50 is connected to a wheel speed sensor 52, a master cylinder pressure sensor 54, and a steering steering angle sensor (not shown). The skid control computer 50 converts the wheel speed pulse signal output from the wheel speed sensor 52 into a vehicle speed rectangular wave pulse signal (vehicle speed signal; hereinafter referred to as the vehicle speed V if necessary) and outputs it to the HV control computer 10 and other computers. is doing.

  Further, an accelerator position sensor 60 and a shift lever switch 62 are connected to the HV control computer 10 and output to the HV control computer 10 an accelerator opening degree AC and a shift position SP indicating the depression amount of the accelerator pedal, respectively.

  The HV control computer 10 is connected to a converter 70, an air conditioner inverter 72, a generator inverter 74, and a motor inverter 76. An auxiliary machine battery 71 is connected to the converter 70. In addition, an electric air compressor 73 included in the air conditioner is connected to the air conditioner inverter 72.

  When the HV control computer 10 determines the rotation direction, rotation speed, and torque of the generator 34 and the motor 38 as will be described later, the HV control computer 10 drives the generator inverter 74 and the motor inverter 76 so as to realize them. The generator inverter 74 and the motor inverter 76 generate, for example, a three-phase alternating current, and rotate the generator 34 and the motor 38 in a desired rotation direction or the like. Further, the HV control computer 10 drives the air conditioner inverter 72 so as to realize the instruction content when an instruction is given to the computer for the air conditioner by a switch (not shown).

[HV control]
Here, hybrid control by the HV control computer 10 will be described. The HV control unit 12 calculates the driver request torque Td # requested by the driver to be output by the accelerator operation based on the accelerator opening AC, the shift position SP, the vehicle speed V, and the like input as described above, and the driving shaft T The driver required power Pd is calculated by multiplying the rotation speed Nd and a predetermined coefficient. FIG. 2 is an example of a map for calculating the driver request torque Td # from the accelerator opening degree AC or the like. The rotational speed Nd of the drive shaft is calculated based on a value from a rotation sensor (resolver) attached to the second motor, for example.

  Then, the driver request power Pd and the auxiliary machine request Pa (electric power required by the electric air compressor 73 and other electric devices not directly related to traveling) are added to calculate the output request Pw. When the output request Pw is less than the suppliable power Pb of the battery 42, the vehicle travels only by the power of the motor 38 (motor travel). In this case, a value obtained by dividing the driver required torque Td by the gear ratio of the gear mechanism is the required torque Tm # of the motor 38. The suppliable power Pb of the battery 42 is calculated from the SOC of the battery 42 and the like. Further, the output request Pw may be compared with a predetermined threshold instead of the suppliable power Pb of the battery 42.

  On the other hand, when the output request Pw is greater than or equal to the suppliable power Pb of the battery 42, the engine 32, the generator 34, and the motor 38 are driven to run (engine / motor running). In this case, first, the engine required power Pe is calculated by subtracting the suppliable power Pb of the battery 42 from the output request Pw. Then, on the operation line that can operate the engine 32 with high energy efficiency (coordinates consisting of the torque and the rotational speed), the coordinates of the point where the required engine power Pe can be realized are set as the target torque Te # and the target rotation of the engine. Let it be a number Ne #. FIG. 3 is an example of a map for deriving the target torque Te # and the target rotational speed Ne # of the engine 32 from the engine required power Pe.

  The generator 34 calculates the target rotational speed Nj # from the target rotational speed Ne # and the current ring gear rotational speed Nr based on the following equation (1). In the equation, ρ is the gear ratio of the planetary gear.

  Nj # = {(1 + ρ) · Ne # −Nr} / ρ (1)

  Then, feedback control of the following equation (2) is performed so that the generator 34 is driven at the rotational speed Nj #. In the equation, Nj is the actual rotational speed of the generator 34. K1 is the gain of the proportional term, and K2 is the gain of the integral term.

  Tj # = previous Tj # + K1 · (Nj # −Nj) + K2 · ∫ (Nj # −Nj) dt (2)

  When the target torque Tj # of the generator 34 is determined, the torque output to the ring gear by driving the engine 32 and the generator 34 (hereinafter referred to as a direct torque Ter) is calculated by the following equation (3), and the driver request torque Td # The target torque Tm # of the motor 38 is calculated by dividing the torque obtained by subtracting the direct torque Ter from the gear ratio of the gear mechanism.

  Ter = −Tj # / ρ (3)

  FIG. 4 is a collinear diagram showing a dynamic relationship in a state where each target torque calculated in this way is output. In the figure, the position in the vertical axis direction indicates the rotational speed of each rotating element of the planetary gear, and the arrow indicates the torque.

  When the HV controller 12 calculates the target rotational speed Ne # and target torque Te # of the engine 32, the target rotational speed Nj # and target torque Tj # of the generator 34, and the target torque Tm # of the motor 38 in this way, the engine 32 Are output to the engine control computer 30, and the target torque Tj # of the generator 34 and the target torque Tm # of the motor 38 are output to the motor control unit 14, respectively. The motor control unit 14 drives the generator inverter 74 and the motor inverter 76 so as to realize the target torque Tj # of the generator 34 and the target torque Tm # of the motor 38.

[Calculation of greenhouse gas emissions]
The energy consumption calculation unit 16 calculates the energy consumption by driving the engine 32 and the motor 38. Then, the greenhouse gas emission calculation unit 18 converts the calculated energy consumption into a greenhouse gas emission, and causes the display device 20 to display the result.

  5 and 6 are conceptual diagrams showing energy classifications that are the basis of the calculation performed by the energy consumption calculation unit 16, and are diagrams showing the output request Pw and its breakdown, and the breakdown of the energy supply sources. In this embodiment, the output request Pw is divided into a driver request power Pd and an auxiliary machine request Pa, and the auxiliary machine request Pa is further divided into a power generation request Pa1, an air conditioner request Pa2, and other Pa3. The power generation request Pa1 is an output for driving the generator 32 when the SOC of the battery 42 decreases.

  The energy supply source is Pbd that is directed from the suppliable power Pb of the battery 42 to the driver request power Pd, Pba that is directed from the suppliable power Pb of the battery 42 to the auxiliary equipment request Pa, Ped that is directed to the power Pd, and Pe that is directed to the auxiliary machine request Pa from the output request Pw of the engine 32. These values are defined by the following equations (4) to (7). From the equations (4) and (5), the power supplied from the battery 42 is first used for driving the vehicle, and the remainder is used for driving the auxiliary machinery.

Pbd = Min (Pb, Pd) (4)
Pba = Max ((Pb−Pd), 0) (5)
Ped = Pd−Pbd (6)
Pea = Pw−Max (Pb, Pd) (7)

  FIG. 5 shows a case where the driver request power Pd is equal to or greater than the suppliable power Pb of the battery 42. In this figure, Pba = 0. FIG. 6 shows a case where the driver request power Pd is less than the power Pb that can be supplied from the battery 42. In this figure, Ped = 0.

  Using the above classification, the energy consumption calculation unit 16 calculates the fuel injection amount ΔQT per unit time, the power generation cost ratio αe, and the like.

  The fuel injection amount ΔQT is calculated by the following equation (8) (unit: [L / sec]). bsfc is a net fuel consumption rate (Brake Specific Fuel Consumption), which is a value obtained by dividing fuel consumed in one cycle of the engine (fuel injection amount) by engine output (unit: [g / kWh]). In addition, bsfc becomes the same value on the contour line in FIG. Accordingly, when the HV control unit 12 determines the target torque Te # and the target rotation speed Ne # (operation point) of the engine 32, the HV control unit 12 is determined as a function value accompanying the operation point. Not limited to this, the fuel injection amount or the like may be input from the engine control computer 30 and bsfc may be calculated based on the input value.

ΔQT = bsfc × Pe × T / (1000 × 0.75 × 60 ² ) (8)

  On the other hand, the power generation cost ratio αe (unit: [L / Ah]) is calculated as follows. The power generation cost ratio αe indicates the ratio of the amount of power generated by driving the generator 34 among the amount of charge of the battery 42 (regenerative control of the motor 38, charging in the facility, etc. are excluded). FIG. 7 is a diagram showing a flow of calculation for calculating the power generation cost ratio αe.

  First, the charge amount Cb of the battery 42 is calculated by the following equations (9) and (10). In the formula, I is a detection value of the current sensor 44.

ΔCb = I × Δt (9)
Cb = Cb (previous value) + ΔCb (10)

  Next, the power generation consumption fuel ΔQa1 is calculated by the following formula (11), and the power generation consumption fuel ΔQa1 minus the power cost ΔQout is integrated to calculate the total power generation consumption fuel QTa1 by the following formula (12). The power cost ΔQout (unit: [L / sec]) is obtained by multiplying the battery output ΔCout obtained by multiplying the output current Iout by the unit time Δt in the detection value I of the current sensor 44 by the power generation cost ratio αe.

ΔQa1 = (Pa1 / Pw) × ΔQT (11)
QTa1 = QTa1 (previous value) + (ΔQa1−ΔQout) (12)

  Then, the power generation cost ratio αe is calculated by the following equation (13).

  αe = QTa1 / Cb (13)

When the fuel injection amount ΔQT and the power generation cost ratio αe are calculated in this way, the greenhouse gas emission calculation unit 18 calculates the CO ₂ emission amount ΔGed according to the following equations (14) and (15) with respect to the output of the engine 32. , ΔGea (unit: [g / sec]) is calculated. Here, CO ₂ emissions ΔGed the driver outputs required by the accelerator operation, a CO ₂ emissions from the amount corresponding the output of the engine 32 with respect thereto. On the other hand, CO ₂ emissions ΔGea is CO ₂ emissions from the amount corresponding the output of the engine 32 relative to the auxiliary request. In the formula, β is a CO ₂ conversion coefficient corresponding to the fuel (unit: [g / L]). When the vehicle fuel is gasoline, β is 2.32 [kg / L].

ΔGed = β × (Ped / Pw) × ΔQT (14)
ΔGea = β × (Pea / Pw) × ΔQT (15)

Further, the greenhouse gas emission calculation unit 18 calculates the CO ₂ emission amounts ΔGbd and ΔGba (unit: [g / sec]) with respect to the output of the battery 42 by the following equations (16) and (17). Here, CO ₂ emissions ΔGbd the driver outputs required by the accelerator operation, a CO ₂ emissions from the amount corresponding the output of the battery 42 with respect thereto. On the other hand, CO ₂ emissions ΔGba is CO ₂ emissions from the amount corresponding the output of the battery 42 against auxiliary request. In the equation, K is a CO ₂ conversion coefficient corresponding to the fuel (the unit is [g / L]), and is calculated by multiplying the above-mentioned β by the power generation cost ratio αe.

ΔGbd = K × (Pbd / Pw) × ΔCb (16)
ΔGba = K × (Pba / Pw) × ΔCb (17)

When ΔGed, ΔGea, ΔGbd, and ΔGba are calculated in this way, these are displayed on the display device 20 in the form of a bar graph in the order of, for example, ΔGea, ΔGba, ΔGed, and ΔGbd. FIG. 8 is an example of a display screen in such a case. By performing such display, the driver can recognize the CO ₂ emission amount generated by using the auxiliary machine from the ΔGea and ΔGba portions, and the CO ₂ generated by the accelerator operation or the like from the ΔGed and ΔGbd portions. The amount of emissions can be recognized. Therefore, it is possible to accurately recognize where improvement in one's own behavior can reduce CO ₂ emissions.

ΔGed, ΔGea, ΔGbd, and ΔGba are values accurately calculated as described above for vehicles having different types of drive sources, such as fuel such as gasoline and electric power stored in the battery 42. Therefore, emissions of greenhouse gases such as CO ₂ can be accurately calculated and displayed for vehicles having different types of drive sources.

  FIG. 9 shows the calculation processing by the energy consumption calculation unit 16 and the greenhouse gas emission calculation unit 18 in the form of a flowchart. This flow is repeatedly executed with a predetermined cycle, for example.

  First, the charge amount Cb of the battery 42 and the output request Pw are calculated (S100, 102).

  Next, it is determined whether or not the output request Pw is less than the suppliable power Pb of the battery 42 (S104).

  When the output request Pw is less than the suppliable power Pb of the battery 42, the battery output ΔCout is calculated (S106), and ΔGbd and ΔGba are calculated (S108). At this time, the power generation cost ratio αe and the like use values calculated before the previous time.

  On the other hand, when the output request Pw is greater than or equal to the suppliable power Pb of the battery 42, the battery output ΔCout and the fuel consumption amount ΔQT are calculated (S110), and it is determined whether or not the battery 42 needs to be charged (S110). S112). This determination is performed using the SOC calculated by the battery computer 40, for example.

When it is necessary to charge the battery 42, the CO ₂ conversion coefficient K is calculated (integrated) (S114).

  Then, ΔGed, ΔGea, ΔGbd, and ΔGba are calculated (S116).

According to the greenhouse gas emission display device 1 according to the first embodiment of the present invention, it is possible to accurately calculate and display the emission amount of greenhouse gases such as CO _{2 for} vehicles having different types of driving sources. Can do.

Moreover, since it is possible to compare the CO ₂ emissions from the accelerator operation, the CO ₂ emissions from auxiliary used easily, the driver reduces the CO ₂ emissions if improved where of their actions Can be recognized accurately.

<Second embodiment>
Hereinafter, a greenhouse gas emission display device 2 according to a second embodiment of the present invention will be described with reference to the drawings.

[Constitution]
FIG. 10 is a system configuration example of the greenhouse gas emission display device 2 according to the second embodiment of the present invention. The greenhouse gas emission display device 2 is a device that is mounted on a so-called multi-fuel vehicle that can be driven by, for example, a mixed fuel of gasoline and alcohol fuel, and is configured around the engine control computer 30 and the display device 20. The

  The engine control computer 30 is a microcomputer having the same hardware configuration as the HV control computer 10 in the first embodiment, and is connected to various devices constituting the engine 32 to control the throttle opening and the fuel injection amount. ing. The engine control computer 30 includes an engine control unit 30A, a fuel property determination unit 30B, and an energy consumption calculation unit 30C as main functional blocks that function when the CPU executes a program stored in the storage device. And a greenhouse gas emission calculation unit 30D. The role of these functional blocks will be described later. Note that these functional blocks do not necessarily have to be based on another program, and a part for realizing a plurality of functional blocks may be included in the same program. In addition, the energy consumption calculation unit 30C and the greenhouse gas emission calculation unit 30D are not necessarily one function of the engine control computer 30, and may be one function of another computer, and realize these. A dedicated computer may be provided.

A display device 20 and an O ₂ sensor 22 are connected to the engine control computer 30. The display device 20 may be the same as that in the first embodiment. The O ₂ sensor 22 is attached to the upstream side of the exhaust gas purification catalyst in the exhaust path of the engine 32.

  In addition, a skid control computer 50 is connected to the engine control computer 30 via multiple communication lines. In this multiplex communication line, CAN (Controller Area Network), low-speed body communication protocol represented by LIN (Local Interconnect Network), multimedia communication protocol represented by MOST (Media Oriented Systems Transport), FlexRay, etc. Information is transmitted and received using an appropriate communication protocol.

  The skid control computer 50 is connected to a wheel speed sensor 52, a master cylinder pressure sensor 54, and a steering steering angle sensor (not shown). The skid control computer 50 converts the wheel speed pulse signal output from the wheel speed sensor 52 into a vehicle speed rectangular wave pulse signal (vehicle speed signal; hereinafter referred to as the vehicle speed V if necessary) and outputs it to the HV control computer 10 and other computers. is doing.

  Further, an accelerator position sensor 60 and a shift lever switch 62 are connected to the HV control computer 10 and output to the HV control computer 10 an accelerator opening degree AC and a shift position SP indicating the depression amount of the accelerator pedal, respectively.

  The engine control unit 30A controls the throttle opening and the fuel injection amount based on the input accelerator opening AC, shift position SP, and vehicle speed V.

[Calculation of greenhouse gas emissions]
Based on the output of the O ₂ sensor 22, the fuel property determination unit 30B determines the property of the fuel, specifically, the mixture ratio of gasoline and alcohol fuel. Various methods for determining the fuel properties are known and will not be described in detail. For example, as disclosed in Japanese Unexamined Patent Application Publication No. 2008-51063, the fuel property changes according to the output of the O ₂ sensor 22. The steady-state error is learned from the smooth value of the feedback correction value to be determined, and this can be used as a correction value to determine in the process of bringing the air-fuel ratio of the exhaust gas closer to the stoichiometric air-fuel ratio.

  The energy consumption calculation unit 30C calculates the fuel injection amount ΔQT by the following equation (18). bsfc is the same variable as described in the first embodiment.

ΔQT = bsfc × Pe × T / (1000 × 0.75 × 60 ² ) (18)

The greenhouse gas emission calculation unit 30D calculates the CO ₂ emission amount ΔGe by the following equation (19) based on the alcohol fuel mixing ratio A calculated by the fuel property determination unit 30B. Here, β is a CO ₂ conversion coefficient of gasoline (2.32 [kg / L]), and β # is a CO ₂ conversion coefficient of alcohol fuel (1.51 [kg / L]).

  ΔGe = ΔQT × A × β # + QT × (1−A) × β (19)

Then, the calculated CO ₂ emission amount ΔGe is displayed on the display device 20. FIG. 11 is an example of a display screen in the second embodiment.

The CO ₂ emission amount ΔGe calculated in this way is a value calculated accurately as described above for a vehicle having different types of fuel, gasoline and alcohol fuel. Therefore, it is possible to accurately calculate and display the amount of greenhouse gas emissions such as CO ₂ for vehicles that run on different types of fuel.

As in the first embodiment, the CO ₂ emission amount ΔGe may be further divided into ΔGed and ΔGea. This way, whether it is possible to reduce the CO ₂ emissions if improved where of their actions can be recognized accurately.

  FIG. 12 shows the calculation processing by the energy consumption calculation unit 30C and the greenhouse gas emission calculation unit 30D in the form of a flowchart. This flow is repeatedly executed with a predetermined cycle, for example.

  First, the output request Pw is calculated (S200).

  Next, it is determined whether or not the alcohol fuel mixture ratio A calculated by the fuel property determination unit 30B is zero (S202).

When the mixing ratio A of the alcohol fuel is zero, the CO ₂ emission amount ΔGe is calculated by the following equation (20) (S204).

  ΔGe = ΔQT × β (20)

On the other hand, when the mixing ratio A of the alcohol fuel is not zero, the CO ₂ emission amount ΔGe is calculated by the above equation (19) (S206).

According to the greenhouse gas emission display device 2 according to the second embodiment of the present invention, the amount of emission of greenhouse gases such as CO ₂ is accurately calculated and displayed for vehicles traveling with different types of fuel drives. be able to.

In addition, it can also be comprised as an apparatus which has the function of a present Example and the function of 1st Example. That is, the present invention can be applied to a hybrid vehicle that is a multi-fuel vehicle and includes a traveling motor. In this case, the CO ₂ conversion coefficient β * of the mixed fuel is calculated by the following equation (21) using the alcohol fuel mixing ratio A calculated by the fuel property determining unit 30B. Then, β used in the equations (14) to (17) in the first embodiment may be replaced with the CO ₂ conversion coefficient β * of the mixed fuel.

  β * = A × β # + (1−A) × β (21)

In this way, emissions of greenhouse gases such as CO ₂ can be accurately calculated and displayed for vehicles that have different drive sources and run with different types of fuel.

<Others>
The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

For example, the first embodiment can be applied to a plug-in hybrid vehicle. A plug-in hybrid vehicle is a hybrid vehicle that enables charging of a battery by connecting the battery to a charging facility outside the vehicle. In this case, at the time of charging by the plug-in, the power generation consumption fuel ΔQT is replaced with the equivalent consumption fuel ΔQa1 #. The equivalent consumed fuel ΔQa1 # can be calculated by the following equation (22). In the equation, Ppin is the supplied power (unit: [kW]), β ## is the CO ₂ conversion coefficient of the supply power, and has a value of 0.555 [kgCO ₂ / kWh].

ΔQa1 # = (Ppin × Δt / 60 ² ) × (β ## / β) (22)

  The present invention can be used in the automobile manufacturing industry, the automobile parts manufacturing industry, and the like.

1, 2 Greenhouse gas emission display device 10 HV control computer 12 HV control unit 14 Motor control unit 16 Energy consumption calculation unit 18 Greenhouse gas emission calculation unit 20 Display device 22 O ₂ sensor 30 Engine control computer 30A Engine control 30B Fuel property determination unit 30C Energy consumption calculation unit 30D Greenhouse gas emission calculation unit 32 Engine 34 Generator 36 Power split mechanism 38 Motor 40 Battery computer 42 Battery 44 Current sensor 50 Skid control computer 60 Acceleration position sensor 62 Shift lever switch 72 Inverter for air conditioner 74 Inverter for generator 76 Inverter for motor

Claims (4)

A greenhouse gas emission display device mounted on a vehicle having different types of driving sources,
Energy consumption calculating means for calculating energy consumption for each of the different types of drive sources;
Based on the energy consumption calculated by the energy consumption calculating means, a greenhouse gas emission calculating means for calculating a greenhouse gas emission for each of the different types of driving sources;
With
A greenhouse gas emission display device for displaying the greenhouse gas emission for each of the different types of driving sources calculated by the greenhouse gas emission calculation means. A greenhouse gas emission display device mounted on a vehicle that can run on different types of fuel,
Fuel property determination means for determining the property of the fuel used for traveling;
A greenhouse gas emission calculating means for calculating a greenhouse gas emission based on the determination result by the fuel property determining means;
With
A greenhouse gas emission display device for displaying the greenhouse gas emission calculated by the greenhouse gas emission calculating means. The greenhouse gas emission calculation means is characterized by separately calculating the amount of greenhouse gas discharged for traveling and the amount of greenhouse gas discharged for use other than traveling. ,
The greenhouse gas emission amount display device according to claim 1 or 2. Distinguishing between the amount of greenhouse gas emitted for traveling the vehicle calculated by the greenhouse gas emission calculating means and the amount of greenhouse gas emitted for uses other than vehicle traveling It is characterized by displaying,
The greenhouse gas emission amount display device according to claim 3.