JP5461718B2 - Environmental impact assessment support system, environmental impact assessment support method, and environmental impact assessment support program - Google Patents

Description

  The present invention relates to an environmental load evaluation support system, an environmental load evaluation support method, and an environmental load evaluation support program for supporting an evaluation of carbon dioxide emissions during driving of an automobile.

  Today, the impact of carbon dioxide emissions on the environment is drawing attention. For example, an environmental impact simulation apparatus for supporting the construction of an environment-coexisting region by simulating the effects of facilities and equipment on the environment has been studied (for example, see Patent Document 1). In the environmental impact simulation apparatus described in this document, a plurality of parameter values related to a system including facilities and equipment are input. Based on the input parameter value, the cost related to the system is calculated. Furthermore, based on the input parameter value, the amount of carbon dioxide released from the system to the environment in a predetermined period is calculated, and the calculated cost and amount are stored.

  In the field of automobiles, attempts have been made to evaluate carbon dioxide emissions. For example, the Ministry of the Environment has published a gasoline and diesel heavy vehicle speed conversion program for measures against automobiles in the atmospheric environment (see, for example, Non-Patent Document 1). By using this program, torque and rotation speed are calculated by taking into account air resistance, acceleration resistance, rolling resistance, and gradient resistance from driving characteristics consisting of speed and acceleration, operating characteristics consisting of loaded weight, and vehicle characteristics. can do.

  Further, a technique for calculating the carbon dioxide emission amount by a known engine map analysis using the torque and the rotational speed calculated using the vehicle speed conversion program is being studied (for example, see Non-Patent Document 2).

JP 2000-556 A (first page)

Ministry of the Environment, “Vehicle speed conversion program for gasoline and diesel heavy vehicles”, [online], [Search July 5, 2009], Internet, <URL: http://www.env.go.jp/air/car /program/index.html> National Institute for Traffic Safety and Environment, “Development of CO2 Emissions Evaluation Program for Automotive Field”, [online], [searched July 5, 2009], Internet, <URL: http: //www.ntsel.go .jp / ronbun / happyoukai / forum2007files / 3_forum2007_.pdf>

  As described above, when evaluating the amount of carbon dioxide emitted from an automobile, it is necessary to use an engine map having the engine speed and engine torque as variables. By using this engine map, the amount of carbon dioxide discharged per hour can be calculated corresponding to the engine speed and the engine torque.

  However, an engine map for all automobile engines is not published. There are also many types of automobile engines, and it is difficult to create an engine map for all engines.

  The present invention has been made in order to solve the above-mentioned problems, and its purpose is to provide an environmental load evaluation support system for supporting the creation of a basic unit map used for the evaluation of carbon dioxide emissions during driving of an automobile, It is to provide an environmental load evaluation support method and an environmental load evaluation support program.

In order to solve the above-mentioned problems, the invention according to claim 1 generates a representative map in which the carbon dioxide emission basic unit is set for calculating the carbon dioxide emission basic unit for each category of the engine. Unit calculation information storage means for recording a basic unit calculation formula for recording, fuel efficiency information storage means for recording the fuel consumption of the driving mode in the automobile fuel efficiency standard test, and evaluating the carbon dioxide emissions of the engine of the vehicle to be evaluated An environmental load evaluation support system including a control unit that generates a basic unit map to be used, wherein the control unit stores a representative map of a category to which an engine type of an automobile to be evaluated belongs in the basic unit calculation information storage unit . a map specifying means for generating using the recorded intensity calculation formula, from the fuel consumption information storage means, obtains the fuel consumption of motor vehicles to be evaluated as the first fuel, the Using the representative map acquired from the unit calculation information storage means, a travel simulation in the travel mode of the fuel efficiency standard test is performed to calculate the second fuel efficiency, and the first fuel efficiency and the second fuel efficiency are compared. When the difference between the first fuel consumption and the second fuel consumption is equal to or less than a reference value, the representative map acquired from the basic unit calculation information storage unit is output as a basic unit map, and the first fuel consumption is calculated. If the difference between the fuel efficiency and the second fuel efficiency is larger than a reference value, the basic map is output as a basic map by correcting the representative map using a fuel efficiency ratio between the first fuel efficiency and the second fuel efficiency. The gist is provided with a map generation means.

  According to a second aspect of the present invention, in the environmental load evaluation support system according to the first aspect, the basic unit map generating means specifies an engine speed range used in a travel mode of the fuel efficiency standard test, and The gist is to correct the basic unit of carbon dioxide emissions in the rotational speed range.

  According to a third aspect of the present invention, in the environmental load evaluation support system according to the second aspect, the driving mode in the fuel consumption standard test includes an intra-city driving mode and an inter-city driving mode, and the basic unit The map generation means acquires the first fuel consumption in the in-city driving mode, calculates the second fuel consumption by a driving simulation in the in-city driving mode, calculates the fuel consumption ratio in the in-city driving mode, and calculates the fuel consumption ratio. To correct the basic unit of carbon dioxide emission, to obtain the first fuel consumption in the intercity travel mode, to calculate the second fuel economy by the travel simulation in the intercity travel mode, and to the fuel efficiency ratio in the intercity travel mode Using this fuel efficiency ratio, the basic unit of carbon dioxide emissions in the engine speed range used in the intercity driving mode is compensated. And it is required to.

  According to a fourth aspect of the present invention, in the environmental load evaluation support system according to any one of the first to third aspects, an actual measurement information storage storing an actual measurement map in which carbon dioxide emissions are actually measured for each engine type of an automobile. The map specifying means obtains an actual measurement map of the engine type of the vehicle to be evaluated from the actual measurement information storage means.

  According to a fifth aspect of the present invention, in the environmental load evaluation support system according to the fourth aspect of the present invention, the basic unit calculation information storage means includes a variable of a maximum predicted rotational speed that is predicted to maximize carbon dioxide emission. A function for calculating a basic unit of carbon dioxide emission is recorded using a relative value of the torque of the maximum predicted rotational speed as a variable with respect to the reference rotational speed. When the actual measurement map of the engine type of the vehicle to be evaluated cannot be acquired from the storage means, the maximum torque rotation speed and the maximum output rotation speed of the vehicle to be evaluated are acquired, and the maximum is determined based on the maximum torque rotation speed and the maximum output rotation speed. A predicted rotational speed is specified, a reference rotational speed is calculated using the maximum predicted rotational speed as a variable, and a basic unit map is generated using a function stored in the basic unit calculation information storage means. The the gist.

The invention according to claim 6 records a basic unit calculation formula for generating a representative map in which a basic unit of carbon dioxide emission is set in order to calculate a basic unit of carbon dioxide emission for each category of engine. Basic unit calculation information storage means, fuel consumption information storage means for recording the fuel consumption of the driving mode in the automobile fuel efficiency standard test, and control means for generating a basic unit map for evaluating the carbon dioxide emission of the engine of the automobile to be evaluated Using the environmental load evaluation support system provided with the environmental load evaluation support system, wherein the control means displays the representative map of the category to which the engine type of the vehicle to be evaluated belongs, based on the basic unit calculation information. and map specific steps generated using the recorded intensity calculation formula in the storage means, from the fuel consumption information storage means, preparative automobile fuel efficiency evaluated as the first fuel consumption Then, using the representative map acquired from the basic unit calculation information storage means, a travel simulation in the travel mode of the fuel efficiency standard test is performed to calculate the second fuel efficiency, and the first fuel efficiency and the second fuel efficiency are calculated. When the difference between the first fuel consumption and the second fuel consumption is equal to or less than a reference value, the representative map acquired from the basic unit calculation information storage means is output as a basic unit map, When the difference between the first fuel consumption and the second fuel consumption is larger than a reference value, the representative map is corrected using the fuel consumption ratio between the first fuel consumption and the second fuel consumption to obtain a basic unit map. The gist is to execute the basic unit map generation stage to be output.

The invention according to claim 7 records a basic unit calculation formula for generating a representative map in which a basic unit of carbon dioxide emission is set in order to calculate a basic unit of carbon dioxide emission for each category of the engine. Basic unit calculation information storage means, fuel consumption information storage means for recording the fuel consumption of the driving mode in the automobile fuel efficiency standard test, and control means for generating a basic unit map for evaluating the carbon dioxide emission of the engine of the automobile to be evaluated A program for supporting environmental load evaluation using an environmental load evaluation support system comprising the control means, the representative map of the category to which the engine type of the vehicle to be evaluated belongs, the basic unit Recorded in the calculation information storage means
From the map specifying means generated using the basic unit calculation formula , the fuel consumption information storage means acquires the fuel consumption of the vehicle to be evaluated as the first fuel consumption, and the representative map acquired from the basic unit calculation information storage means And calculating a second fuel consumption by performing a travel simulation in the travel mode of the fuel efficiency standard test, comparing the first fuel efficiency and the second fuel efficiency, and comparing the first fuel efficiency and the second fuel efficiency. When the difference from the fuel consumption is less than or equal to a reference value, the representative map acquired from the basic unit calculation information storage means is output as a basic unit map, and the difference between the first fuel consumption and the second fuel consumption is the reference When the value is larger than the value, the gist is to function as a basic unit map generation unit that corrects the representative map using the fuel consumption ratio between the first fuel consumption and the second fuel consumption and outputs the corrected basic map. .

(Function)
According to the first, sixth, or seventh aspect of the invention, the control means acquires the representative map of the category to which the engine type of the automobile to be evaluated belongs from the basic unit calculation information storage means. Then, the fuel consumption of the vehicle to be evaluated is acquired as the first fuel consumption from the fuel consumption information storage means. In addition, using the representative map acquired from the basic unit calculation information storage means, a travel simulation in the travel mode of the fuel efficiency standard test is performed to calculate the second fuel efficiency. Then, the first fuel consumption and the second fuel consumption are compared. If the difference between the first fuel consumption and the second fuel consumption is equal to or less than the reference value, the representative map acquired from the basic unit calculation information storage means is used as the original map. When the difference between the first fuel consumption and the second fuel consumption is larger than the reference value, the representative map is corrected using the fuel consumption ratio between the first fuel consumption and the second fuel consumption, and the original map is output. Output as unit map. Thereby, the basic unit of carbon dioxide emission can be adjusted using the fuel consumption actually measured in the fuel consumption standard test.

  According to the second aspect of the present invention, the control means identifies the engine speed range used in the travel mode of the fuel efficiency standard test, and corrects the basic unit of carbon dioxide emission in the speed range. As a result, the basic unit of carbon dioxide emission can be adjusted in accordance with the engine speed in the driving mode of the fuel efficiency standard test, and a more accurate basic unit can be calculated.

  According to the third aspect of the present invention, the control means obtains the first fuel consumption in the city travel mode, calculates the second fuel consumption by the travel simulation in the city travel mode, and the fuel consumption in the city travel mode. The ratio is calculated, and the whole unit of carbon dioxide emission is corrected using the fuel consumption ratio. Further, the control means obtains the first fuel consumption in the intercity travel mode, calculates the second fuel consumption by a travel simulation in the intercity travel mode, calculates the fuel efficiency ratio in the intercity travel mode, and calculates the fuel efficiency ratio. Use to correct the basic unit of carbon dioxide emission in the engine speed range used in the intercity driving mode. In the city driving mode, a wide range of engine speeds are used, so the overall unit of carbon dioxide emissions can be adjusted, and in the city driving mode, the basic unit in the high speed range can be adjusted. .

  According to the fourth aspect of the present invention, the control means acquires the actual measurement map of the engine type of the automobile to be evaluated from the actual measurement information storage means. Thereby, the basic unit of the map measured using the engine can be adjusted in accordance with the fuel consumption of the automobile.

  According to the fifth aspect of the present invention, when the control unit cannot acquire the actual measurement map of the engine type of the vehicle to be evaluated from the actual measurement information storage unit, the maximum torque rotation speed and the maximum output rotation speed of the vehicle to be evaluated are calculated. And obtaining a maximum predicted rotational speed based on the maximum torque rotational speed and the maximum output rotational speed. Then, a reference rotational speed is calculated using the maximum predicted rotational speed as a variable, and a basic unit map is generated using a function stored in the basic unit calculation information storage means. Thereby, even when there is no map actually measured using the engine, the basic unit map can be generated around the rotation speed at which the carbon dioxide emission is maximized.

  ADVANTAGE OF THE INVENTION According to this invention, preparation of the basic unit map used for evaluation of the carbon dioxide emission amount in driving | running | working of a motor vehicle can be supported.

The system schematic of embodiment of this invention. It is explanatory drawing of the data recorded on each data storage part of this invention, Comprising: (a) is a vehicle specification data storage part, (b) is an engine category data storage part, (c) is a representative torque curve data storage part. Explanatory drawing of the data recorded on. It is explanatory drawing of the data recorded on each data storage part of this invention, (a) is a basic unit calculation function data storage part, (b) is a test result data storage part, (c) is an actual measurement map data storage part Explanatory drawing of the data recorded on. Explanatory drawing of the process sequence of this embodiment. Explanatory drawing of the process sequence of this embodiment. Explanatory drawing of the process sequence of this embodiment. Explanatory drawing about the rotation speed dependence of a torque and an output. It is explanatory drawing about determination of the maximum CO2 discharge | emission rotation speed, Comprising: When (a) is the maximum torque rotation speed and carbon dioxide discharge becomes the maximum, (b) is between the maximum torque rotation speed and the maximum output rotation speed. Explanatory drawing when carbon dioxide emission becomes the maximum.

  Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS. In the present embodiment, it is assumed that the evaluation of carbon dioxide (CO 2) emissions during driving of an automobile is supported. In the present embodiment, a CO2 emission basic unit map (CO2 emission basic unit map) for calculating the CO2 emission amount is generated. By using this CO2 emission basic unit map, the CO2 emission amount can be calculated based on the engine speed and the engine torque. In order to create this CO2 emission intensity map, an environmental load evaluation support system 20 is used as shown in FIG.

  The environmental load evaluation support system 20 is connected to the input unit 11 and the output unit 12. The environmental load evaluation support system 20 includes a control unit 21, a vehicle specification data storage unit 22, an engine category data storage unit 23, a representative torque curve data storage unit 24, a basic unit calculation function data storage unit 25, and a test result data storage. Unit 26 and an actual measurement map data storage unit 27.

The input unit 11 is a device that acquires various types of information input by the user, and includes a keyboard and a pointing device.
The output unit 12 is a device that outputs the CO2 emission basic unit map calculated by the environmental load evaluation support system 20, and includes a display.

  Furthermore, the control unit 21 of the environmental load evaluation support system 20 includes a control unit such as a CPU (not shown), a memory such as a RAM and a ROM, and a basic unit map for evaluating the carbon dioxide emission of the engine of the automobile to be evaluated. Generate. Specifically, the processing (torque curve estimation step, engine map estimation step, etc.) described later is performed. By executing the environmental load evaluation support program for this purpose, the control unit 21 of the environmental load evaluation support system 20 functions as torque curve estimation means 21a and engine map estimation means 21b as shown in FIG.

  The torque curve estimation means 21 a generates a torque curve as shown in FIG. 7 based on the vehicle type information acquired from the input unit 11. This torque curve represents the engine speed dependency of the engine torque value.

  The engine map estimating means 21b functions as a map specifying means and a basic unit map generating means, and generates a CO2 emission basic unit map for evaluating the CO2 emission amount using the torque curve calculated by the torque curve estimating means 21a. To do. For this purpose, the process of the map specifying stage and the basic unit map generating stage is executed.

The torque curve estimation means 21a is composed of an engine information acquisition means 211, a parameter calculation means 212, and a torque characteristic calculation means 213.
The engine information acquisition unit 211 executes processing for acquiring engine specification information based on the information acquired from the input unit 11.

The parameter calculation means 212 executes processing for calculating parameters for generating a torque curve based on the engine specification information.
The torque characteristic calculation means 213 executes processing for calculating engine torque characteristics (torque curve) based on engine specification information and calculated parameters.

The engine map estimation unit 21b includes an engine map search unit 214, a virtual map creation unit 215, a map correction unit 216, and a map output unit 217.
The engine map search means 214 executes processing for searching the actually measured engine map from the actually measured map data storage unit 27. When the engine map is acquired, the engine map search means 214 records this engine map in a map temporary storage memory described later.

  The virtual map creating means 215 generates a virtual engine map (virtual map) when the engine map is not registered in the actual measurement map data storage unit 27 and records the virtual map in the map temporary storage memory. Run.

The map correction unit 216 holds a map temporary storage memory, and executes a process of adjusting a virtual map stored in the memory. Specifically, the map correction means 216 holds data relating to the driving patterns (engine speed, time) in the city driving mode and the city driving mode used in the fuel efficiency standard test. Here, the driving mode in the city means driving by the JE05 mode method stipulated in the details of the safety standard for road transport vehicles, and the driving mode between cities is driving by the constant speed mode method of 80 km per hour with a predetermined longitudinal gradient. means. Then, the map correction means 216 uses the virtual map stored in the map temporary storage memory to calculate the fuel consumption value of each mode of the intra-city driving mode and the inter-city driving mode, and adjusts the engine map to the CO2 emission basic unit. Generate a map. Further, the map correction unit 216 includes a loop number counter, and counts the number of loops in the virtual map adjustment processing.
The map output unit 217 executes processing for outputting the basic unit map to the output unit 12.

  As shown in FIG. 2A, the vehicle specification data storage unit 22 stores a vehicle specification record 220 indicating the engine performance of the vehicle of each vehicle type. The vehicle specification record 220 is registered when it is acquired from publicly disclosed information disclosed by a catalog or the like of a vehicle to be sold. The vehicle specification record 220 includes data relating to a vehicle type, an engine identifier, a maximum torque, a maximum torque rotation speed, a maximum output, and a maximum output rotation speed.

  In the vehicle type data area, data relating to an identifier for specifying the vehicle type of each automobile is recorded. In the present embodiment, information on the manufacturer, model, date of manufacture, etc. is recorded.

In the engine identifier data area, data relating to an identifier for specifying the engine type of this vehicle type is recorded.
In the maximum torque data area, data relating to the maximum torque of the engine of this vehicle type is recorded. In the torque curve shown in FIG. 7, the maximum torque is represented by a torque value T2.

  In the maximum torque rotation speed data area, data relating to the engine rotation speed that exhibits this maximum torque is recorded. In FIG. 7, the maximum torque rotational speed is represented by the rotational speed Ne2.

Data relating to the maximum output of the engine of this vehicle type is recorded in the maximum output data area.
In the maximum output speed data area, data relating to the engine speed when the maximum output is exhibited is recorded. In FIG. 7, the maximum output rotational speed is represented by the rotational speed Ne3.

  The engine category data storage unit 23 stores an engine category record 230 that determines a category to which each engine belongs, as shown in FIG. The engine category record 230 is registered when a category is determined for the engine of each automobile. In the present embodiment, the shape of the torque curve of each engine is analyzed and classified into eight categories according to the common shape. The engine category record 230 includes data relating to the engine identifier and category identifier of each engine.

In the engine identifier data area, data relating to an identifier for specifying the engine format is recorded.
In the category identifier data area, data relating to an identifier for specifying a category into which the engine is classified is recorded.

  As shown in FIG. 2C, the representative torque curve data storage unit 24 stores a representative torque curve record 240 in which the torque curves of each engine are classified into a plurality of categories. The representative torque curve record 240 is registered when a torque curve belonging to each category is determined. The representative torque curve record 240 includes data relating to a category identifier, an idling rotation speed calculation formula, a maximum rotation speed calculation formula, an idling torque calculation formula, a maximum output torque calculation formula, and a maximum rotation speed torque calculation formula.

In the category identifier data area, data relating to an identifier for specifying a category into which the engine is classified is recorded.
In the idling speed calculation formula data area, a function for calculating the engine speed at idling in this category (the speed Ne1 in FIG. 7) is recorded. In this embodiment, a constant is used as the idling speed.

  In the maximum speed calculation formula data area, a function for calculating the maximum engine speed in this category (the speed Ne4 in FIG. 7) is recorded. In the present embodiment, a linear function having the maximum output speed as a variable is used as the maximum speed.

  Function data for calculating the idling torque (torque value T1 in FIG. 7) in the engine belonging to this category is recorded in the idling torque calculation formula data area. In the present embodiment, a linear function having a maximum torque value as a variable is used as the idling torque.

  In the maximum output torque calculation formula data area, a function for calculating the maximum torque value (torque value T3 in FIG. 7) at the time of maximum output in the engine belonging to this category is recorded. In this embodiment, a linear function having the maximum torque value as a variable is used as the maximum output torque.

  In the maximum rotation speed torque calculation formula data area, a function for calculating the torque at the maximum rotation speed (torque value T4 in FIG. 7) in the engine belonging to this category is recorded. In the present embodiment, a linear function having the maximum torque value as a variable is used as the maximum rotational speed torque.

  The basic unit calculation function data storage unit 25 functions as a basic unit calculation information storage unit, and stores a basic unit calculation function record 250 for calculating the CO2 emission basic unit as shown in FIG. This basic unit calculation function record 250 is registered when the CO2 emission basic unit of the engine belonging to each category is determined. The basic unit calculation function record 250 includes data relating to the basic unit calculation formula for each category identifier, idling basic unit calculation formula, and reference rotational speed calculation formula.

In the category identifier data area, data relating to an identifier for specifying a category into which the engine is classified is recorded.
In the idling basic unit calculation formula data area, a function for calculating a CO2 emission basic unit at idling time in an engine belonging to this category is recorded. In the present embodiment, the idling basic unit calculation formula is expressed as a function having a relative value of torque as a variable, as will be described later.

  In the reference rotational speed calculation formula data area, an engine rotational speed calculation formula for calculating a basic unit of CO2 emission in the engine belonging to this category is recorded. In the present embodiment, the first to nth reference rotation speeds are used. As the first to nth reference rotation speeds, the maximum predicted rotation speed (maximum CO2 discharge rotation speed NeCO2) that is predicted to maximize the amount of CO2 emission and a rotation speed that is a constant multiple thereof are used.

  A function for calculating the CO2 emission amount at each reference rotational speed is recorded in the basic unit calculation formula data area. In this embodiment, the basic unit calculation formula is expressed as a function in which the CO2 emission basic unit is a relative value of torque. As the relative torque value, a value obtained by dividing the torque value at each reference rotational speed by the torque value at the maximum CO2 discharge rotational speed is used. With this basic unit calculation formula, it is possible to generate a representative map in which the basic unit of carbon dioxide emission is set with respect to the engine speed and torque.

  The test result data storage unit 26 functions as a fuel consumption information storage unit, and stores a test result record 260 for the test result in the fuel consumption standard test, as shown in FIG. This test result record 260 is registered when the fuel consumption test of each engine is performed. The test result record 260 includes data relating to the vehicle type, the intra-city travel mode fuel efficiency, and the inter-city travel mode fuel efficiency.

In the vehicle type data area, data relating to an identifier for specifying the vehicle type of each automobile is recorded.
In the city travel mode fuel consumption data area, data related to the fuel consumption value measured by a reference test in a predetermined city travel mode (JEO5 mode) is recorded.
In the inter-city travel mode fuel consumption data area, data related to the fuel consumption value measured by a reference test in a predetermined inter-city travel mode is recorded.

  The actual measurement map data storage unit 27 functions as actual measurement information storage means, and stores an engine map record 270 actually measured in the engine evaluation test, as shown in FIG. This engine map record 270 is registered when engine characteristics are measured in an engine evaluation test. The engine map record 270 records a three-dimensional map in which CO2 emission basic unit is recorded with the engine speed and the engine torque as variables for the engine identifier of the engine for which the engine evaluation test has been performed. This CO2 emission basic unit can be calculated from the carbon content contained in the fuel consumed per unit time at the engine speed and engine torque.

  A processing procedure for generating an engine map using the system configured as described above will be described with reference to FIGS. Here, first, torque curve estimation processing (FIG. 4) will be described, and engine map estimation processing (FIG. 5) and map correction processing (FIG. 6) will be described.

(Torque curve estimation process)
First, the torque curve estimation process executed in the torque curve estimation means 21a will be described with reference to FIG.

  Here, the control unit 21 of the environmental load evaluation support system 20 executes engine category specification processing (step S1-1). Specifically, when creating a CO2 emission intensity map, the environmental load evaluation support system 20 starts an environmental load evaluation support program. In this case, the engine information acquisition unit 211 of the control unit 21 displays a vehicle type input screen on the output unit 12. This vehicle type input screen is provided with an input field for setting the vehicle type of the automobile to be evaluated.

  When the vehicle type is set using the input unit 11, the engine information acquisition unit 211 of the control unit 21 acquires the engine identifier of the vehicle type to be evaluated from the vehicle specification data storage unit 22. Next, the engine information acquisition unit 211 uses the engine category data storage unit 23 to specify the category identifier in which the acquired engine identifier is recorded.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes processing for acquiring the maximum torque, the maximum torque rotation speed, and the maximum output rotation speed from the vehicle specification table (step S1-2). Specifically, the engine information acquisition unit 211 of the control unit 21 acquires the engine identifier set in the input unit 11. And the engine information acquisition means 211 acquires the maximum torque, the maximum torque rotation speed, and the maximum output rotation speed of the vehicle specification record 220 in which the acquired engine identifier is recorded from the vehicle specification data storage unit 22.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a maximum rotation number calculation process (step S1-3). Specifically, the parameter calculation unit 212 of the control unit 21 acquires the maximum rotation speed calculation formula from the representative torque curve record 240 in which the category identifier is recorded. Then, the parameter calculation unit 212 calculates the maximum rotation number by substituting the maximum output rotation number into the acquired maximum rotation number calculation formula.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes idle speed calculation processing (step S1-4). Specifically, the parameter calculation unit 212 of the control unit 21 acquires the idling rotation speed calculation formula from the representative torque curve record 240 in which the category identifier is recorded. In the present embodiment, the parameter calculation unit 212 acquires a constant as the idling rotational speed.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a torque curve generation process using the maximum torque (step S1-5). Specifically, the torque characteristic calculation unit 213 of the control unit 21 acquires an idling torque calculation formula, a maximum output torque calculation formula, and a maximum rotation speed torque calculation formula from the representative torque curve record 240 in which the category identifier is recorded. Then, the torque characteristic calculation unit 213 calculates each value of the idling torque, the maximum output torque, and the maximum rotation speed torque by substituting the maximum torque into each calculation formula.

  Next, the torque characteristic calculating means 213 is configured to determine the idle speed, maximum torque speed, maximum output speed, and maximum speed in a coordinate system in which the first axis is the engine speed and the second axis is the torque. Plot the idling torque, maximum torque, maximum output torque and maximum rotational speed torque. Then, the torque characteristic calculation means 213 generates a torque curve obtained by linearly interpolating each plot of idling torque, maximum torque, maximum output torque, and maximum rotational speed torque.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes an engine map estimation process described later (step S1-6). Specifically, the engine map estimation unit 21b of the control unit 21 executes an engine map estimation process using the torque curve generated by the torque curve estimation unit 21a.

(Engine map estimation process)
Next, the engine map estimation process executed in the engine map estimation unit 21b will be described with reference to FIG.

  Here, the control unit 21 of the environmental load evaluation support system 20 executes the engine type reference process based on the vehicle specification table of the target vehicle type (step S2-1). Specifically, the engine map search unit 214 of the control unit 21 acquires the engine identifier of the vehicle model to be evaluated set by the input unit 11 from the vehicle specification data storage unit 22.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a determination process as to whether or not an engine map is registered (step S2-2). Specifically, the engine map search unit 214 of the control unit 21 searches the actual map data storage unit 27 for an engine map to which the engine identifier to be evaluated is assigned.

  When the engine map is registered in the actual map data storage unit 27 (in the case of “YES” in step S2-2), the control unit 21 of the environmental load evaluation support system 20 executes the process of acquiring the actually measured engine map. (Step S2-3). Specifically, the engine map search means 214 of the control unit 21 acquires an engine map associated with the evaluation target engine identifier from the actual measurement map data storage unit 27. Then, the engine map search means 214 records this engine map as a virtual map in the map temporary storage memory.

  On the other hand, when the engine map is not registered in the actual measurement map data storage unit 27 (in the case of “NO” in step S2-2), the control unit 21 of the environmental load evaluation support system 20 generates a virtual map. Here, the control unit 21 of the environmental load evaluation support system 20 specifies the engine speed range where the CO2 emission amount is the highest. Specifically, the control unit 21 of the environmental load evaluation support system 20 executes an acquisition process of the maximum torque rotation speed and the maximum output rotation speed of the target vehicle (step S2-4). Specifically, the virtual map creating means 215 of the control unit 21 acquires the maximum torque rotational speed and the maximum output rotational speed of the vehicle model to be evaluated from the vehicle specification data storage unit 22.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a calculation process of a difference in rotation speed between the maximum torque rotation speed and the maximum output rotation speed (step S2-5). Specifically, the virtual map creating means 215 of the control unit 21 calculates the absolute value (rotational speed difference) of the rotational speed obtained by subtracting the maximum output rotational speed from the acquired maximum torque rotational speed.

And the control part 21 of the environmental load evaluation assistance system 20 performs the determination process about whether a rotation speed difference is less than 200 rpm (step S2-6).
When the rotational speed difference between the maximum torque rotational speed and the maximum output rotational speed is greater than 200 rpm (“NO” in step S2-6), the control unit 21 of the environmental load evaluation support system 20 determines the maximum torque rotational speed and the maximum output. The median value of the rotational speed is defined as the maximum CO2 discharge rotational speed (step S2-7). Specifically, as shown in FIG. 8A, the virtual map creating means 215 of the control unit 21 calculates an average value of the maximum torque rotation speed and the maximum output rotation speed, and the maximum output rotation speed (NeCO2). As specified.

  On the other hand, when the rotation speed difference between the maximum torque rotation speed and the maximum output rotation speed is within 200 rpm (in the case of “YES” in step S2-6), the control unit 21 of the environmental load evaluation support system 20 sets the maximum torque rotation speed. It is defined as the maximum CO2 discharge rotational speed (step S2-8). Specifically, the virtual map creating means 215 of the control unit 21 specifies the maximum torque rotation speed as the maximum output rotation speed (NeCO2) as shown in FIG. 8B.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a setting process for each reference rotation speed for calculating the CO2 emission basic unit (step S2-9). Here, the virtual map creating means 215 of the control unit 21 calculates a rotation speed that is a constant multiple of the maximum CO2 emission rotation speed. Specifically, the virtual map creation unit 215 acquires each reference rotation speed calculation formula of the basic unit calculation function record 250 in which the category identifier recorded in the basic unit calculation function data storage unit 25 is recorded. Then, the virtual map creation means 215 calculates each reference rotation speed by substituting the maximum CO2 discharge rotation speed into each reference rotation speed calculation formula. Then, the virtual map creation means 215 extracts only the reference rotational speed included in the range of the idling rotational speed to the maximum rotational speed, and records it in the map temporary storage memory.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a virtual map generation process (step S2-10). Specifically, the virtual map creating unit 215 of the control unit 21 acquires the torque value at each reference rotational speed using the torque curve calculated by the torque curve estimating unit 21a. Further, the virtual map creating means 215 calculates a relative torque value obtained by dividing each torque value by the torque value at the maximum CO2 discharge rotational speed. Next, the virtual map creation means 215 calculates the CO2 emission basic unit by substituting the relative torque value into each basic unit calculation formula of the basic unit calculation function record 250. Then, the virtual map creating means 215 generates a virtual map in which the CO2 emission basic unit is associated with each reference rotation speed, and records it in the map temporary storage memory.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a map correction process described later (step S2-11). Specifically, the map correction means 216 of the control unit 21 performs adjustment for making the virtual map stored in the map temporary storage memory correspond to the actually measured fuel consumption value.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a CO2 emission basic unit map output process (step S2-12). Specifically, the map output means 217 of the control unit 21 outputs the map stored in the map temporary storage memory to the output unit 12 as a CO2 emission basic unit map.

(Map correction processing)
Next, map correction processing will be described with reference to FIG.
Here, the control unit 21 of the environmental load evaluation support system 20 executes a fuel consumption (first fuel consumption) acquisition process in the city travel mode of the fuel consumption standard test (step S3-1). Specifically, the map correction unit 216 of the control unit 21 acquires the fuel consumption in the city travel mode of the vehicle type to be evaluated from the test result data storage unit 26. Then, the map correction unit 216 resets the loop number counter and sets it to “0”.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a calculation process of the fuel consumption (second fuel consumption) in the city travel mode (step S3-2). Specifically, the map correction unit 216 of the control unit 21 calculates the CO2 emission amount when the vehicle travels in the city travel mode using the virtual map stored in the map temporary storage memory. Then, the map correction unit 216 converts the calculated CO2 emission amount into the fuel consumption amount in the unit travel distance, and calculates the fuel consumption from the reciprocal of this fuel consumption amount.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a determination process as to whether or not the fuel efficiency error is within 5% (step S3-3). Specifically, the map correction unit 216 of the control unit 21 calculates a value (fuel consumption ratio) obtained by dividing the fuel consumption acquired from the test result data storage unit 26 by the fuel consumption based on the virtual map. Then, the difference between the fuel efficiency ratio and 100% is calculated as the fuel efficiency error.

  When the fuel efficiency error exceeds 5% (in the case of “NO” in Step S3-3), the control unit 21 of the environmental load evaluation support system 20 executes a determination process as to whether or not the loop upper limit is exceeded (Step S3-3). S3-4). Specifically, the map correction unit 216 of the control unit 21 acquires the value recorded in the loop number counter. Then, it is determined whether or not this value exceeds the loop upper limit (in this embodiment, twice).

  When the number of loops does not exceed the upper limit of the loop (in the case of “NO” in step S3-4), the control unit 21 of the environmental load evaluation support system 20 executes a process for specifying the rotation speed region to be adjusted (step S3). -5). Specifically, the map correction unit 216 of the control unit 21 adds “1” times to the value recorded in the loop number counter. Furthermore, the map correction means 216 specifies all the rotation speeds from the idling rotation speed to the maximum rotation speed as the rotation speed area to be adjusted in the city travel mode.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a CO2 emission basic unit correction process (step S3-6). Specifically, the map correction unit 216 of the control unit 21 temporarily stores the map by multiplying the value of the CO2 emission basic unit in the rotation speed range to be adjusted (here, all the rotation speed ranges) by the fuel consumption ratio. Update the memory. Then, the process is repeated from step S3-2.

  On the other hand, when the fuel efficiency error is within 5% (in the case of “YES” in step S3-3), or when the number of loops exceeds the loop upper limit (in the case of “YES” in step S3-4), the environmental load evaluation The control unit 21 of the support system 20 executes an acquisition process of the fuel consumption (first fuel consumption) in the city driving mode of the fuel consumption standard test (step S3-7). Specifically, the map correction unit 216 of the control unit 21 acquires the fuel efficiency in the intercity travel mode of the vehicle type to be evaluated from the test result data storage unit 26. Then, the map correction unit 216 resets the loop number counter and sets it to “0”.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a calculation process of the fuel consumption (second fuel consumption) in the intercity travel mode (step S3-8). Specifically, the map correction means 216 of the control unit 21 calculates the CO2 emission amount when traveling by the traveling pattern in the intercity traveling mode using the map stored in the map temporary storage memory. Then, the map correction unit 216 converts the calculated CO2 emission amount into the fuel consumption amount in the unit travel distance, and calculates the fuel consumption from the reciprocal of this fuel consumption amount.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a determination process as to whether or not the fuel efficiency error is within 5% (step S3-9). Specifically, the map correction means 216 of the control unit 21 calculates a fuel consumption ratio obtained by dividing the fuel consumption acquired from the test result data storage unit 26 by the fuel consumption based on the virtual map. Then, the difference between the fuel efficiency ratio and 100% is calculated as the fuel efficiency error.

  When the fuel efficiency error exceeds 5% (in the case of “NO” in Step S3-9), the control unit 21 of the environmental load evaluation support system 20 executes a determination process as to whether or not the loop upper limit is exceeded (Step S3-9). S3-10). Specifically, the map correction unit 216 of the control unit 21 acquires the value recorded in the loop number counter. Then, it is determined whether or not this value exceeds the loop upper limit (in this embodiment, twice).

  When the number of loops does not exceed the upper limit of the loop (in the case of “NO” in step S3-10), the control unit 21 of the environmental load evaluation support system 20 executes the process of specifying the rotation speed region to be adjusted (step S3). -11). Specifically, the map correction unit 216 of the control unit 21 adds “1” times to the value recorded in the loop number counter. Then, in the intercity travel mode, the map correction unit 216 specifies the rotation speed range in the intercity travel mode as the rotation speed area to be adjusted.

  Next, the control unit 21 of the environmental load evaluation support system 20 executes a process for correcting the CO2 emission basic unit in the rotational speed range used in the intercity travel mode (step S3-12). Specifically, the map correction means 216 of the control unit 21 uses the value of the CO2 emission basic unit in the rotation speed area to be adjusted (here, the rotation speed area used in the driving pattern in the intercity driving mode) in the virtual map. The map temporary storage memory is updated by multiplying the fuel efficiency ratio by.

  On the other hand, when the fuel efficiency error is within 5% (in the case of “YES” in step S3-9) or the loop count exceeds the loop upper limit (in the case of “YES” in step S3-10), the environmental load evaluation support system The control unit 20 ends the map correction process.

According to this embodiment, the following effects can be obtained.
(1) In this embodiment, the representative torque curve data storage unit 24 stores a representative torque curve record 240 in which the torque curves of each engine are classified into a plurality of categories. The representative torque curve record 240 includes data relating to a category identifier, an idling rotation speed calculation formula, a maximum rotation speed calculation formula, an idling torque calculation formula, a maximum output torque calculation formula, and a maximum rotation speed torque calculation formula. By using the representative torque curve record 240, it is possible to generate a torque curve even when detailed information of the engine is not described in a catalog or the like. Then, a basic unit for evaluating the CO2 emission amount can be generated using this torque curve.

  (2) In this embodiment, the basic unit calculation function data storage unit 25 stores a basic unit calculation function record 250 for calculating the CO2 emission basic unit. The basic unit calculation function record 250 includes data relating to the basic unit calculation formula for each category identifier, idling basic unit calculation formula, and reference rotational speed calculation formula. By using this basic unit calculation function record 250, it is possible to predict the emission amount even in a situation where it is not possible to evaluate the emission amount of carbon dioxide using an actual engine.

  (3) In the present embodiment, the control unit 21 of the environmental load evaluation support system 20 executes determination processing as to whether or not the rotational speed difference is within 200 rpm (step S2-6). When the rotational speed difference between the maximum torque rotational speed and the maximum output rotational speed is greater than 200 rpm (“NO” in step S2-6), the control unit 21 of the environmental load evaluation support system 20 determines the maximum torque rotational speed and the maximum output. The median value of the rotational speed is defined as the maximum CO2 discharge rotational speed (step S2-7). On the other hand, when the rotational speed difference between the maximum torque rotational speed and the maximum output rotational speed is within 200 rpm (in the case of “NO” in step S2-6), the control unit 21 of the environmental load evaluation support system 20 sets the maximum torque rotational speed. It is defined as the maximum CO2 discharge rotational speed (step S2-8). Thereby, based on the actual measurement evaluation of the carbon dioxide emission amount in many engines, even when the actual measurement cannot be performed, it is possible to predict the engine speed at which the emission amount is the largest.

  And the control part 21 of the environmental load evaluation support system 20 performs the setting process of each reference | standard rotation speed which calculates a CO2 emission basic unit (step S2-9). Here, the rotational speed obtained by multiplying the maximum CO2 discharge rotational speed by a constant is calculated. Thereby, the CO2 emission basic unit map can be acquired using a unit system centered on the maximum CO2 emission rotation speed.

  (4) In the present embodiment, the control unit 21 of the environmental load evaluation support system 20 executes a fuel consumption calculation process in the city travel mode (step S3-2). Then, the control unit 21 of the environmental load evaluation support system 20 determines whether or not the fuel efficiency error is within 5% (step S3-3), and executes the CO2 emission basic unit correction process (step S3-6). . Thereby, based on the published fuel consumption value, the predicted CO2 emission basic unit can be corrected, and a more accurate basic unit can be acquired. In particular, in the city travel mode, since a wide range of engine speeds are included, the overall CO2 emission intensity can be adjusted.

  (5) In the present embodiment, the control unit 21 of the environmental load evaluation support system 20 executes a fuel consumption calculation process in the intercity travel mode (step S3-8). And the control part 21 of the environmental load evaluation assistance system 20 performs the determination process about whether a fuel consumption error is less than 5% (step S3-9). And the control part 21 of the environmental load evaluation assistance system 20 performs the correction process of the CO2 emission basic unit of the rotation speed range used by the driving mode between cities (step S3-12). Thereby, based on the published fuel consumption value, the predicted CO2 emission basic unit can be corrected, and a more accurate basic unit can be acquired. In particular, in the city-to-city travel mode, since the engine speed in the high engine speed range is included, partial adjustment of the CO2 emission basic unit can be performed.

  (6) When the fuel efficiency error exceeds 5% (in the case of “NO” in steps S3-3 and S3-9), the control unit 21 of the environmental load evaluation support system 20 determines whether or not the loop upper limit has been exceeded. A determination process is executed (steps S3-4 and S3-10). When the loop count exceeds the loop upper limit (in the case of “YES” in steps S3-4 and S3-10), the control unit 21 of the environmental load evaluation support system 20 ends the adjustment of the basic unit. Thereby, the calculation process more than necessary can be suppressed.

In addition, you may change each said embodiment as follows.
In the above-described embodiment, the control unit 21 of the environmental load evaluation support system 20 executes engine category specification processing (step S1-1). Here, when a vehicle type is input using the input unit 11, the engine information acquisition unit 211 of the control unit 21 acquires the engine identifier of the vehicle type to be evaluated from the vehicle specification data storage unit 22. Instead of this, the control unit 21 of the environmental load evaluation support system 20 may search for the engine category based on the engine characteristics recorded in the vehicle specification data storage unit 22. In this case, the control unit 21 searches for an engine having a similar category identifier, engine manufacturer, vehicle type information, and engine with similar engine performance. Then, an engine category identifier having a small difference in information is output as a candidate. As a result, an accurate torque curve can be generated even when the engine category is not classified.

In the above embodiment, the shape of the torque curve of each engine is analyzed and classified into eight categories based on the common shape, but the number of categories is not limited to eight.
In the above embodiment, when the number of loops exceeds the upper limit of the loop (in the case of “YES” in steps S3-4 and S3-10), the control unit 21 of the environmental load evaluation support system 20 ends the adjustment of the basic unit. . Here, the upper limit of the loop is set to 2 times, but the present invention is not limited to this. For example, when the difference between the fuel consumption acquired from the test result data storage unit 26 and the fuel consumption based on the virtual map is small, the process may be repeated. In this case, the difference in fuel consumption in the previous loop is temporarily stored, and when the newly calculated difference in fuel consumption is smaller than the temporarily stored difference, the CO2 emission basic unit correction process is repeated. Thereby, a more accurate CO2 emission basic unit map can be generated.

  DESCRIPTION OF SYMBOLS 11 ... Input part, 12 ... Output part, 20 ... Environmental load evaluation support system, 21 ... Control part, 21a ... Torque curve estimation means, 21b ... Engine map estimation means, 211 ... Engine information acquisition means, 212 ... Parameter calculation means, 213 ... Torque characteristic calculation means, 214 ... Engine map search means, 215 ... Virtual map creation means, 216 ... Map correction means, 217 ... Map output means, 22 ... Automotive specification data storage section, 23 ... Engine category data storage section, 24 ... representative torque curve data storage unit, 25 ... basic unit calculation function data storage unit, 26 ... test result data storage unit, 27 ... measured map data storage unit.

Claims (7)

In order to calculate a carbon dioxide emission basic unit for each engine category, a basic unit calculation information storage unit that records a basic unit calculation formula for generating a representative map in which the carbon dioxide emission basic unit is set;
Fuel consumption information storage means for recording the fuel consumption of the driving mode in the fuel consumption standard test of the automobile;
An environmental load evaluation support system comprising a control means for generating a basic unit map for evaluating carbon dioxide emissions of an automobile engine to be evaluated,
The control means is
Map specifying means for generating a representative map of a category to which the engine type of the vehicle to be evaluated belongs , using a basic unit calculation formula recorded in the basic unit calculation information storage means;
From the fuel consumption information storage means, the fuel consumption of the vehicle to be evaluated is acquired as the first fuel consumption,
Using the representative map acquired from the basic unit calculation information storage means, a driving simulation according to the driving mode of the fuel consumption standard test is performed to calculate the second fuel consumption,
Comparing the first fuel consumption and the second fuel consumption;
If the difference between the first fuel consumption and the second fuel consumption is less than or equal to a reference value, the representative map acquired from the basic unit calculation information storage means is output as a basic unit map, and the first fuel consumption When the difference from the second fuel consumption is larger than a reference value, a basic unit map that corrects the representative map using a fuel consumption ratio between the first fuel consumption and the second fuel consumption and outputs it as a basic unit map. An environmental load evaluation support system comprising a generation unit.   2. The basic unit map generating means specifies an engine speed range used in a travel mode of the fuel efficiency standard test, and corrects a basic unit of carbon dioxide emission in the rotational speed range. Environmental impact assessment support system described in 1. The driving mode in the fuel efficiency standard test includes an intra-city driving mode and an inter-city driving mode,
The basic unit map generating means includes:
The first fuel consumption in the city driving mode is acquired, the second fuel consumption is calculated by a driving simulation in the city driving mode, the fuel consumption ratio in the city driving mode is calculated, and the fuel consumption ratio is used to emit carbon dioxide. Correct the whole unit of quantity,
The first fuel consumption in the intercity travel mode is acquired, the second fuel consumption is calculated by the travel simulation in the intercity travel mode, the fuel consumption ratio in the intercity travel mode is calculated, and the intercity travel is performed using this fuel consumption ratio. The environmental load evaluation support system according to claim 2, wherein the basic unit of carbon dioxide emission in the engine speed range used in the mode is corrected. Measured information storage means that stores measured maps of measured carbon dioxide emissions for each car engine model,
The environmental load evaluation support system according to any one of claims 1 to 3, wherein the map specifying unit acquires an actual measurement map of an engine type of a vehicle to be evaluated from the actual measurement information storage unit. The basic unit calculation information storage means uses the relative value of the torque at the maximum predicted rotational speed as a variable with respect to the reference rotational speed at which the maximum predicted rotational speed at which the carbon dioxide emission is predicted to be maximum. A function for calculating the basic unit of carbon dioxide emissions is recorded.
If the map specifying means cannot obtain an actual measurement map of the engine type of the vehicle to be evaluated from the actual measurement information storage means, the maximum torque rotation speed and the maximum output rotation speed of the vehicle to be evaluated are acquired, and the maximum torque rotation speed And the maximum predicted rotation speed based on the maximum output rotation speed,
5. The environmental load according to claim 4, wherein a reference rotational speed is calculated using the maximum predicted rotational speed as a variable, and a basic unit map is generated using a function stored in the basic unit calculation information storage means. Evaluation support system. In order to calculate a carbon dioxide emission basic unit for each engine category, a basic unit calculation information storage unit that records a basic unit calculation formula for generating a representative map in which the carbon dioxide emission basic unit is set;
Fuel consumption information storage means for recording the fuel consumption of the driving mode in the fuel consumption standard test of the automobile;
A method for supporting environmental load evaluation using an environmental load evaluation support system comprising a control means for generating a basic unit map for evaluating carbon dioxide emissions of an automobile engine to be evaluated,
The control means is
A map identifying step for generating a representative map of a category to which an engine type of a vehicle to be evaluated belongs using a basic unit calculation formula recorded in the basic unit calculation information storage unit;
From the fuel consumption information storage means, the fuel consumption of the vehicle to be evaluated is acquired as the first fuel consumption,
Using the representative map acquired from the basic unit calculation information storage means, a driving simulation according to the driving mode of the fuel consumption standard test is performed to calculate the second fuel consumption,
Comparing the first fuel consumption and the second fuel consumption;
If the difference between the first fuel consumption and the second fuel consumption is less than or equal to a reference value, the representative map acquired from the basic unit calculation information storage means is output as a basic unit map, and the first fuel consumption When the difference from the second fuel consumption is larger than a reference value, a basic unit map that corrects the representative map using a fuel consumption ratio between the first fuel consumption and the second fuel consumption and outputs it as a basic unit map. An environmental load evaluation support method characterized by executing a generation stage. In order to calculate a carbon dioxide emission basic unit for each engine category, a basic unit calculation information storage unit that records a basic unit calculation formula for generating a representative map in which the carbon dioxide emission basic unit is set;
Fuel consumption information storage means for recording the fuel consumption of the driving mode in the fuel consumption standard test of the automobile;
A program for supporting environmental load evaluation using an environmental load evaluation support system comprising a control means for generating a basic unit map for evaluating carbon dioxide emissions of an automobile engine to be evaluated,
The control means;
Map specifying means for generating a representative map of a category to which the engine type of the vehicle to be evaluated belongs , using the basic unit calculation formula recorded in the basic unit calculation information storage unit;
From the fuel consumption information storage means, the fuel consumption of the vehicle to be evaluated is acquired as the first fuel consumption,
Using the representative map acquired from the basic unit calculation information storage means, a driving simulation according to the driving mode of the fuel consumption standard test is performed to calculate the second fuel consumption,
Comparing the first fuel consumption and the second fuel consumption;
If the difference between the first fuel consumption and the second fuel consumption is less than or equal to a reference value, the representative map acquired from the basic unit calculation information storage means is output as a basic unit map, and the first fuel consumption When the difference from the second fuel consumption is larger than a reference value, a basic unit map that corrects the representative map using a fuel consumption ratio between the first fuel consumption and the second fuel consumption and outputs it as a basic unit map. An environmental load evaluation support program characterized by functioning as a generation means.

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