JP6512151B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that performs charging of a battery by a charger and fueling of a fuel tank.

  Conventionally, as a hybrid vehicle of this type, at least one of the output of the motor and the internal combustion engine is limited when a change in the parameter according to the amount of fuel used by the internal combustion engine after externally charging the battery reaches a predetermined value. The following patent document has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, the driver is urged to charge externally by limiting at least one of the outputs of the motor and the internal combustion engine when the change of the parameter reaches a predetermined value, thereby promoting traveling without relying on the internal combustion engine, and in an emergency According to the present invention, it is possible to sufficiently obtain the effect of suppressing the atmospheric pollution originally intended by the electric vehicle while leaving an allowance for traveling by the internal combustion engine.

Japanese Patent Application Laid-Open No. 8-19114

  Generally, the emission of carbon dioxide in the power from the external power source is smaller than the emission of carbon dioxide in the fuel. Therefore, in order to consider the environment, it is required to promote the use of external charging to the driver (user) and to suppress an increase in carbon dioxide emissions.

  The hybrid vehicle of the present invention is mainly intended to promote utilization of external charging and to suppress an increase in carbon dioxide emissions.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine, a fuel tank for supplying fuel to the engine, a motor, a battery capable of supplying power to the motor, and an externally chargeable charger for charging the battery using power from an external power supply; A hybrid vehicle comprising
Vehicle emission amount calculation means for calculating the emission amount of carbon dioxide in the vehicle so that the utilization index indicating the degree of utilization of the external charge is large when it is small when it is small;
Allowable emission amount setting means for setting an allowable emission amount of carbon dioxide in the electric power from the external power source so that the amount of emission of carbon dioxide in the vehicle is smaller than when the amount of emission of carbon dioxide is large;
Acquisition means for acquiring carbon dioxide emissions from power from the external power source;
External charge limiting means for limiting the external charge according to the amount of emission of carbon dioxide in the electric power from the external power source and the allowable amount of emission;
The gist is to have

  In the hybrid vehicle of the present invention, the amount of carbon dioxide emissions in the vehicle is calculated so that it increases when the utilization index indicating the degree of utilization of the external charge is small compared to when it is large. Subsequently, the allowable emission amount of carbon dioxide in the electric power from the external power source is set so that the amount of emission of carbon dioxide in the vehicle is smaller than when the amount of emission of carbon dioxide is large. In addition, carbon dioxide emissions from power from external power sources are acquired. Then, the external charging is limited in accordance with the amount of carbon dioxide emissions and the allowable emission of power from the external power source. As a result, the allowable discharge of carbon dioxide in the power from the external power supply is reduced for a vehicle in which the utilization of the external charge is not well performed than in a vehicle in which the utilization of the external charge is well performed. External charging, for example, external charging using power with relatively high carbon dioxide emissions and relatively low power costs can be easily restricted. As a result, it is possible to promote the use of the external charge and to suppress an increase in carbon dioxide emissions.

  Here, “emissions of carbon dioxide in electric power from an external power source” refers to the emission of carbon dioxide generated before generation (generation) of electric power and the emission of carbon dioxide generated when traveling using this electric power It means the sum of the quantity (value 0). Further, “emission of carbon dioxide in fuel” means the sum of the emission of carbon dioxide generated until the fuel is generated and the emission of carbon dioxide generated when traveling using this fuel.

As the “use index”, the larger the value in this specification, the better the external charge is used. For example, using the following (1) to (14) as it is as a usage index, or using one obtained by calculation based on one or more of (1) to (14) as a usage index Can.
(1) Ratio of total travel distance to total emissions of carbon dioxide (total travel distance / total carbon dioxide emissions)
(2) Ratio of charging frequency to trip frequency (charging frequency / trip frequency)
(3) The ratio of the total time when the charger is connected to the external power supply to the total time when the system is off and stopped (charger connection total time / total stop time)
(4) The ratio of the total distance of EV travel to the total distance of HV travel (EV total travel distance / HV total travel distance)
(5) The ratio of the total time of EV travel to the total time of HV travel (EV total travel time / HV total travel time)
(6) The ratio of the total distance of EV travel to the total travel distance (EV total travel distance / total travel distance)
(7) Ratio of the total time of EV travel to the total travel time (EV total travel time / total travel time)
(8) Ratio of total charge amount of battery charge by charger to total feed amount to fuel tank (total charge amount / total feed amount)
(9) Ratio of the integrated value of the energy charged to the battery by the power from the external power source to the integrated value of the energy consumed for traveling (external charge energy integrated value / travel consumption energy integrated value)
(10) Ratio of integrated value of energy consumed by EV running to integrated value of energy consumed by HV running (EV running energy integrated value / HV running energy integrated value)
(11) Total time for connecting the charger to the external power supply (total time for connecting the charger)
(12) Total charge amount of battery charge by charger (13) Number of times external charge was performed when the vehicle was in the state where the number of charge occasions (number of occasions) in which external charge was possible Number of charge within the opportunity) (number of charge within the opportunity / number of occasions)
(14) Inverse of fuel consumption by internal combustion engine after external charge (1 / fuel consumption after external charge)

  In the hybrid vehicle according to the present invention, the external charge limiting means permits the external charge when the emission amount of carbon dioxide in the power from the external power supply is less than the allowable emission amount of carbon dioxide in the power from the external power supply. The external charging may be prohibited when the emission amount of carbon dioxide in the power from the external power supply is less than the allowable emission amount of carbon dioxide in the power from the external power supply. In this way, for vehicles that do not use external charging well, external charging can be promoted more easily by making it easier to prohibit external charging than for vehicles that use external charging well. And reduce the emission of carbon dioxide.

  In the hybrid vehicle of the present invention, the external charge limiting means includes, as power from the external power source, a first power, and a second power having a smaller amount of carbon dioxide emissions and a higher power cost than the first power. As a means to limit the external charging using the first power as compared to when the allowable emission of carbon dioxide in the power from the external power source is small, if Good. In this way, the external charging is restricted by limiting the external charging using the first electric power to the vehicle in which the utilization of the external charge is better than in the vehicle in which the utilization of the external charge is not well performed. While promoting the use of carbon dioxide, it is possible to suppress an increase in carbon dioxide emissions.

  In the hybrid vehicle of the present invention, the external charge limiting means is smaller when the emission of carbon dioxide in the vehicle is large than when it is small and when the allowable emission of carbon dioxide in the power from the external power source is small The allowable charge amount of the battery in the external charge is set to be smaller than when the amount is large, and the amount is small when the allowable charge amount of the battery in the external charge is small and from the external power supply The target charge amount of the battery in the external charge is set to be smaller than when the carbon dioxide emission amount in the electric power is large, and the charge amount of the battery in the external charge is the target charge of the battery. It may be an amount-limiting means. In this way, for vehicles that do not use external charge well, external charge can be used by limiting the amount of charge of the battery due to external charge, compared to vehicles that use external charge well. As a result, carbon dioxide emissions can be suppressed from increasing.

  The hybrid vehicle of the present invention further includes a navigation device, and the external charge limiting means is capable of performing the external charge compared to when the allowable emission of carbon dioxide in the electric power from the external power source is small. It may be a means to limit the display of In this way, the promotion of the use of the external charge by limiting the display of the charging point to the vehicle in which the use of the external charge is better than in the vehicle in which the use of the external charge is not well performed And reduce the emission of carbon dioxide.

FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of an allowable discharge amount setting routine executed by the HVECU 70. 6 is a flowchart showing an example of an external charge permission routine executed by the HVECU 70. It is explanatory drawing which shows an example of the map for allowable discharge amount setting. It is explanatory drawing which shows an example of the relationship between the discharge amount Qps of the carbon dioxide in each electric power, and the electric power cost Cps. It is a flowchart which shows an example of the allowable charge amount setting routine of a modification. It is a flowchart which shows an example of the external charge routine of a modification. It is explanatory drawing which shows an example of the map for allowable charge amount setting. It is explanatory drawing which shows an example of the map for target charge amount setting. It is a flowchart which shows an example of the external charge permission prohibition routine of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 of a modification.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment has an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, a navigation device 90, and a communication device 94. And a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline from the fuel tank 25 or light oil as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . The engine ECU 24 receives signals from various sensors necessary for operation control of the engine 22, for example, a crank angle θcr from a crank position sensor 23 for detecting the rotational position of the crankshaft 26 of the engine 22 via an input port. It has been input. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary to drive and control the motors MG1 and MG2, for example, the rotational positions θm1 and θm1 from the rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2. θm2 and so on are input through the input port. Switching control signals to the plurality of switching elements (not shown) of the inverters 41 and 42 are output from the motor ECU 40 via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. The battery 50 is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory, an input / output port, and communication It has a port. The battery ECU 52 is attached to signals from various sensors necessary for managing the battery 50, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, and the output terminal of the battery 50. The battery current Ib and the like from the current sensor 51b are input through the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  When the charger 60 is connected to the power line 54 and the power plug 61 is connected to an external power supply 69 such as a household power supply or an industrial power supply in the charging facility 68 of a charging point such as a home or a charging station The power from the external power supply 69 is used to charge the battery 50 so that external charging can be performed.

  The navigation device 90 includes a main body incorporating a control unit having a storage medium such as a hard disk storing map information and the like, an input / output port, a communication port, a GPS antenna for receiving information on the current position of the vehicle, And a touch panel type display which can display various information such as information on the current position and a traveling route to a destination and can input various instructions from the operator. Here, in the map information, service information (for example, tourist information, parking lot, charging station, etc.) and road information for each predetermined traveling section (for example, between traffic lights, between intersections, etc.) are stored as a database The road information includes distance information, width information, area information (city area, suburbs), type information (general roads, expressways), slope information, legal speed, the number of traffic lights, and the like. Moreover, a home parking lot and a desired point can be registered as service information. When the destination is set by the operator, the navigation device 90 searches the traveling route from the current position of the vehicle to the destination based on the map information and the current position of the vehicle and the destination, and also searches the traveling route searched. It outputs to the display and performs route guidance. The navigation device 90 also calculates route information (for example, the remaining distance Ln to the destination, the direction Dn of the destination, etc.) in the traveling route. The navigation device 90 is connected to the HVECU 70 via a communication port.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM that stores processing programs, a RAM that temporarily stores data, a flash memory 72, an input / output port, and communication It has a port. Signals from various sensors are input to the HVECU 70 through input ports. Examples of signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82, an accelerator opening Acc from the accelerator pedal position sensor 84, and a brake from the brake pedal position sensor 86. The pedal position BP, the vehicle speed V from the vehicle speed sensor 88, and the like can be mentioned. Further, the fuel quantity Qf from the fuel gauge 25a attached to the fuel tank 25 and the connection signal from the connection switch 62 which is attached to the power plug 61 to determine whether the power plug 61 is connected to the external power source 69 An integrated travel distance (total travel distance from the time of shipment from the factory) Lsum from the SWC and the odometer 89 can also be mentioned. Control signals to the charger 60 and the like are output from the HVECU 70 via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the navigation device 90 via the communication port. The HVECU 70 transmits information to an external device such as the charging facility 68 at the charging point via the communication device 94, and receives information from the external device. When the fuel tank 25 is refueled, the HVECU 70 calculates the refueling amount Qin based on the fuel amount Qf from the fuel gauge 25a.

  The hybrid vehicle 20 of the embodiment configured as described above performs hybrid traveling (HV traveling) or electric traveling (EV traveling) in the CD (charge depleting) mode or the CS (charge sustaining) mode. Here, the CD mode is a mode in which priority is given to EV travel compared to the CS mode. The HV traveling is a mode in which the vehicle travels with the operation of the engine 22. The EV travel is a mode in which the vehicle travels without the operation of the engine 22.

  In the embodiment, when the power supply plug 61 is connected to the external power supply 69 when the HVECU 70 is stopped at the system off (system stop) at a charging point such as a home or a charging station, the power from the external power supply 69 Is used to control the charger 60 so that the battery 50 is charged. When the storage ratio SOC of the battery 50 is larger than the threshold Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system startup), the storage ratio SOC for the battery 50 is the threshold Shv2 (for example 25%) (E.g., 30%, 35%, etc.), the vehicle travels in the CD mode, and after the storage ratio SOC of the battery 50 reaches the threshold Shv2 or less, the vehicle travels in the CS mode until the system is turned off. When the system is switched on and the storage ratio SOC of the battery 50 is less than or equal to the threshold Shv1, the vehicle travels in the CS mode until the system is switched off.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, the allowable emission amount of carbon dioxide per unit power amount Qlim [g / kWh, when charging (externally charging) the battery 50 by the charger 60] Description will be given of the operation at the time of setting] and the operation at the time of permitting external charging. FIG. 2 is a flowchart showing an example of the allowable discharge amount setting routine executed by the HVECU 70, and FIG. 3 is a flowchart showing an example of the external charge permission routine. The following will be described in order.

  First, the allowable discharge amount setting routine of FIG. 2 will be described. In this routine, the fuel tank 25 is refueled when the power supply plug 61 is connected to the external power supply 69 and the charging of the battery 50 is completed when the system is turned on (system activation) or when the system is turned off (system stopped). Is performed at a predetermined start timing such as when the The following description is given on the assumption that this routine is executed when the system is turned on (system activation).

  When the allowable emission amount setting routine of FIG. 2 is executed, the HVECU 70 first receives power from the external power supply 69 during the system-off timing of the previous trip to the system-on of the present trip (previous trip). The amount of carbon dioxide emissions per unit power amount Qps [g / kWh], the charge amount Pin [kW] of the battery 50 in external charging, the amount of carbon dioxide emissions per unit amount of fuel Qoil [g / l], Data such as the amount of fuel supply Qin [l] and the integrated travel distance (total travel distance from the time of shipment from the factory) Lsum are input (step S100).

  Here, the emission amount of carbon dioxide in the power from the external power supply 69 is the emission amount of carbon dioxide generated until the generation (generation) of the power and the emission amount of carbon dioxide generated when traveling using this power It means the sum of (value 0) and The amount of carbon dioxide emissions per unit power amount Qps of power from the external power supply 69 is received from the charging facility 68 at the charging point via the communication device 94 when external charging is performed during the previous trip. Then, the value stored in the flash memory 72 of the HVECU 70 is input, and the value 0 is input when external charging is not performed during the previous trip. The charge amount Pin of the battery 50 in the external charge is calculated based on the integrated value of the battery current Ib at that time when the external charge is performed during the previous trip, or the charge ratio SOC of the battery 50 before and after the external charge. It is assumed that the value calculated based on the above and stored in the flash memory of the battery ECU 52 is received from the battery ECU 52 and input, and the value 0 is input when external charging is not performed during the previous trip. .

  Further, the amount of carbon dioxide emissions in the fuel means the sum of the amount of carbon dioxide emissions generated until the fuel is generated and the amount of carbon dioxide emissions generated when traveling using this fuel. The amount of carbon dioxide emissions per unit amount of fuel Qoil received from the refueling facility of the refueling point via the communication device 94 and stored in the flash memory 72 of the HVECU 70 when refueling is performed during the previous trip. A value of 0 was input when no refueling was performed during the previous trip by inputting the stored value. The refueling amount Qin is calculated based on the fuel amount Qf before and after refueling and is stored in the flash memory 72 of the HVECU 70 when refueling is performed during the previous trip, and the value between the last trip is input. When no refueling was performed, the value 0 was input. The integrated travel distance Lsum is a value to which a value measured by the odometer 89 is input.

  Thus, when data is input, the amount of carbon dioxide emissions per unit power amount Qps [g / kWh] in the power from the external power supply 69, the charge amount Pin [kWh] of the battery 50 in external charge, and the unit amount of fuel Cumulative emissions of carbon dioxide in the vehicle (total emissions from the factory shipment) by the following equation (1) using the carbon dioxide emissions Qoil [g / l] and the refueling amount Qin [l] ) Qsum [g] is calculated and stored in the not-shown RAM or flash memory 72 of the HVECU 70 (step S110). Here, in the equation (1), the second term on the right side means the emission amount [g] of carbon dioxide in the electric power from the external power supply 69 when the external charge is performed during the previous trip, and the third term on the right side The term means the amount of carbon dioxide emissions [g] in the fuel when refueling was performed during the last trip.

  Qsum = previous Qsum + Qps · Pin + Qoil · Qin (1)

  Subsequently, the integrated emission amount of carbon dioxide in the vehicle (total emission from factory shipment) Qsum [g] is divided by the integrated travel distance (total travel distance from factory shipment) Lsum [km], and The amount of carbon dioxide emissions Qv [g / km] per unit distance is calculated and stored in the not-shown RAM or flash memory 72 of the HVECU 70 (step S120). Generally, the emission of carbon dioxide in the electric power from the external power source 69 is smaller than the emission of carbon dioxide in the fuel. Therefore, when the utilization of the external charge is properly performed, the cumulative emission amount Qsum of carbon dioxide in the vehicle is smaller than when the utilization of the external charge is not properly performed, and the per unit distance in the vehicle is reduced. Carbon dioxide emissions Qv decrease.

  The process of calculating the amount of carbon dioxide emissions Qv per unit distance in a vehicle uses the ratio of the total travel distance traveled to the total emissions of carbon dioxide (total travel distance / total carbon dioxide emissions) using external charging It can be considered that the process is used to calculate the reciprocal of the utilization index IDX as the emission amount Qv of carbon dioxide per unit distance in the vehicle, using it as the utilization index IDX indicating the degree of. The use index IDX means that the use of external charge is performed better as the use index IDX is larger.

  Subsequently, based on the carbon dioxide emissions per unit distance Qv [g / km] in the vehicle, the allowable emissions of carbon dioxide per unit electric power in the power from the external power source is set as Qlim [g / kWh]. At the same time, the routine is stored in the not-shown RAM or flash memory 72 of the HVECU 70 (step S130), and this routine is ended. Here, the allowable emission amount Qlim of carbon dioxide per unit electric energy in the electric power from the external power supply 69 is, in the embodiment, a unit electric power in the carbon dioxide emission Qv per unit distance in the vehicle and the electric power from the external power supply 69 The relationship between the allowable emission amount Qlim of carbon dioxide per amount is determined in advance and stored as a map for setting the allowable emission amount in a ROM (not shown), and when the emission amount Qv of carbon dioxide per unit distance in a vehicle is given, Applying to this map, the allowable emission amount Qlim of carbon dioxide per unit electric energy in the power from the external power source 69 is set. An example of the allowable discharge amount setting map is shown in FIG. As shown in the figure, the allowable emission amount of carbon dioxide per unit electric power in the power from the external power supply 69 is smaller when the emission amount of carbon dioxide per unit distance Qv in the vehicle is smaller than when it is small. Specifically, the amount of carbon dioxide emissions Qv per unit distance in the vehicle is set to be smaller as the amount is larger.

  Next, the external charge permission routine of FIG. 3 will be described. This routine is executed when the power plug 61 is connected to the external power supply 69 at the charging point. In the embodiment, it is assumed that three powers 1, 2 and 3 are provided as the power from the external power supply 69 at the charging point. The three powers 1, 2, 3 are, for example, the powers of the three power companies 1, 2, 3. Fig. 5 shows the carbon dioxide emissions per unit energy Qps (Qps1, Qps2, Qps3) [g / kWh] at three powers 1, 2 and 3 and the power cost Cps per unit energy (Cps1, Cps2, It is explanatory drawing which shows an example of a relationship with Cps3) [yen / kWh]. In the example of FIG. 5, the emission amount Qps of carbon dioxide per unit power decreases in the order of power 1, 2, 3 and the power cost Cps per unit power increases.

  When the external charge permission routine of FIG. 3 is executed, the HVECU 70 first determines the allowable emission amount of carbon dioxide per unit amount of power in the power from the external power supply 69, Qlim [g / kWh], power 1, 2, 3 The carbon dioxide emissions per unit power amount Qps1, Qps2, Qps3 [g / kWh] are input (step S200). Here, as the allowable emission amount Qlim of carbon dioxide per unit amount of electric power from the external power supply, values stored in the RAM and flash memory 72 (not shown) of the HVECU 70 are input. The carbon dioxide emissions Qps1, Qps2, and Qps3 per unit power consumption are received from the charging facility 68 at the charging point via the communication device 94 and input.

  Thus, when the data is input, the carbon dioxide emission amount Qps1 per unit electric energy in the electric power 1 is compared with the allowable emission amount Qlim (step S210). Then, when the carbon dioxide emission amount Qps1 per unit electric energy in the electric power 1 is less than the allowable emission amount Qlim, the external charging using the electric powers 1, 2, 3 is permitted (step S230), and this routine is ended. . In this case, for example, the following is performed. The HVECU 70 transmits a signal (first permission signal) to permit external charging using the electric powers 1, 2 and 3 to the facility of the external power supply 68 via the communication device 94. In the charging facility 68 of the charging point, when the first permission signal is received, the power is displayed on a display (not shown) so that the user can select power 1, 2 or 3. Then, when the user selects one of powers 1, 2, and 3, external charging is performed using the selected power.

  When the emission amount of carbon dioxide per unit electric power Qps1 in the electric power 1 is larger than the allowable emission amount Qlim in step S210, the emission amount COs of carbon dioxide per unit electric power amount in the electric power 2 is compared with the allowable emission amount Qlim ( Step S220). Then, when the carbon dioxide emission amount Qps2 per unit electric energy in the electric power 2 is less than the allowable emission amount Qlim, the external charging using the electric powers 2 and 3 is permitted (step S240), and this routine is ended. In this case, for example, the following is performed. The HVECU 70 transmits a signal (second permission signal) for permitting external charging using the powers 2 and 3 to the equipment of the external power supply 68 via the communication device 94. When the charging facility 68 of the charging point receives the second permission signal, it is displayed on a display (not shown) so that the user can select the powers 2 and 3 (the power 1 can not be selected). Then, when the user selects one of powers 2 and 3, external charging is performed using the selected power.

  If the carbon dioxide emission amount Qps2 per unit electric energy in the electric power 2 is larger than the allowable emission amount Qlim in step S240, the external charging using the electric power 3 is permitted (step S250), and this routine is ended. In this case, for example, the following is performed. The HVECU 70 transmits a signal (third permission signal) to permit external charging using the power 3 to the equipment of the external power supply 68 via the communication port 90. In the charging facility 68 of the charging point, when the third permission signal is received, it is displayed on a display (not shown) so that the user can select the power 3 (the power 1, 2 can not be selected). Then, when the user selects power 3, external charging is performed using power 3.

  Since the hybrid vehicle 20 that can be externally charged can reduce the environmental load by performing external charging, incentives are given or considered in each country. However, some users do not perform external charging because they can travel without performing external charging. In the embodiment, the unit of the electric power 1, 2, 3 is better than the vehicle in which the utilization of the external charge is performed favorably for the vehicle in which the utilization index IDX is small, that is, the utilization of the external charge is not performed well. Limit external charging using relatively high power of carbon dioxide emissions Qps per power (relatively low power of power cost Cps per unit power). As a result, it is possible to promote the use of external charging and to suppress an increase in the amount of carbon dioxide emissions.

  In the hybrid vehicle 20 of the embodiment described above, the amount of carbon dioxide emissions per unit distance Qv [g / km] is calculated, and when the amount of carbon dioxide emissions per unit distance Qv in the vehicle is large, the amount is small. The allowable emission amount Qlim [g / kWh] of carbon dioxide per unit electric energy in the electric power from the external power source 69 is set so as to be smaller than the above. Then, when the power plug 61 is connected to the external power supply 69, the carbon dioxide emissions per unit power amount Qps1, Qps2, Qps3 [g / kWh] in the power 1, 2, 3 from the external power supply 69, According to the allowable emission amount of carbon dioxide per unit power amount Qlim, among the powers 1, 2 and 3, power for permitting external charging is determined to perform external charging. Specifically, for a vehicle in which the use of external charge is not well performed, the amount of carbon dioxide per unit electric energy among electric powers 1, 2 and 3 is higher than a vehicle in which the use of external charge is well performed. Limit external charging using relatively high power of carbon emissions Qps (low power of power cost Cps per unit power). As a result, it is possible to promote the use of external charging and to suppress an increase in the amount of carbon dioxide emissions.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 executes the allowable emission amount setting routine of FIG. 2 and the external charge permission routine of FIG. 3. However, the HVECU 70 may execute the allowable charge amount setting routine of FIG. 6 and the external charge routine of FIG. 7 instead of these. The following will be described in order.

  First, the allowable charge amount setting routine of FIG. 6 will be described. This routine is the same as the allowable discharge amount setting routine of FIG. 2 when the system is turned on (system start up) or when the system is turned off (system shut down), the power plug 61 is connected to the external power supply 69 and the battery 50 is When charging is completed, the fuel tank 25 is refueled at a predetermined start timing such as when fueling is performed. The following description is given on the assumption that this routine is executed when the system is turned on (system activation).

  When the allowable charge amount setting routine of FIG. 6 is executed, the HVECU 70 first inputs various data (step S300) in the same manner as the processing of steps S100 to S130 of the allowable discharge amount setting routine of FIG. Calculate the cumulative emission amount of carbon dioxide Qsum [g] and store it in the RAM and flash memory 72 (not shown) of the HVECU 70 (step S310), and calculate the emission amount of carbon dioxide per unit distance Qv [g / km] in the vehicle At the same time, it is stored in the RAM or flash memory 72 (not shown) of the HVECU 70 (step S320), and the allowable emission amount Qlim [g / kWh] of carbon dioxide per unit electric energy in the power from the external power source is set. Store in RAM or flash memory 72 (step 330).

  Then, based on the emission amount of carbon dioxide per unit distance Qv [g / km] in the vehicle and the allowable emission amount of carbon dioxide per unit amount of power in the power from the external power supply Qlim [g / kWh], external charging The allowable charge amount Plim [kWh] of the battery 50 is set and stored in the not-shown RAM or flash memory 72 of the HVECU 70 (step S340), and this routine is ended. Here, the allowable charge amount Plim of the battery 50 in the external charge is, in the embodiment, the emission amount of carbon dioxide per unit distance in the vehicle Qv and the allowable emission amount of carbon dioxide per unit power in the power from the external power supply Qlim And the allowable charge amount Plim of the battery 50 in external charging is predetermined and stored as a map for setting the allowable charge amount in a ROM (not shown), and the carbon dioxide emission amount Qv per unit distance in the vehicle and the external power supply The allowable discharge amount Qlim of carbon dioxide per unit electric energy in the electric power is applied to this map, and the allowable charge amount Plim of the battery 50 in the external charge is set. An example of the allowable charge amount setting map is shown in FIG. As illustrated, the allowable charge amount Plim of the battery 50 in the external charge is smaller when the emission amount Qv of carbon dioxide per unit distance in the vehicle is larger than when it is small, and the unit power amount in the power from the external power supply Specifically, the larger the amount of carbon dioxide emissions per unit distance Qv in the vehicle, the smaller the allowable amount of carbon dioxide emissions per unit Qlim, and the smaller the allowable amount of carbon dioxide emissions per unit distance. It was set so that it would decrease as the allowable emission amount Qlim of carbon dioxide per unit electric energy in electric power decreases.

  Next, the external charging routine of FIG. 7 will be described. This routine is executed when the power plug 61 is connected to the external power supply 69 at the charging point, as in the external charge allowing routine of FIG. As in the embodiment, it is assumed that the three powers 1, 2 and 3 of FIG. 5 are provided as the power from the external power supply 69 at the charging point.

  When the external charging routine of FIG. 7 is executed, the HVECU 70 first allows the allowable emission amount of carbon dioxide per unit electric energy in the power from the external power supply, as in the process of step S200 of the external charging permission routine of FIG. Qlim [g / kWh] and carbon dioxide emissions Qps1, Qps2 and Qps3 [g / kWh] per unit electric energy at powers 1, 2 and 3 are input (step S400).

  When data is thus input, the user waits for the user to select the power to be used for external charging from power 1, 2, and 3 (step S410). At this time, for example, the following processing is performed. In the charging facility 68 of the charging point, when the user selects the power to be used for external charging from the powers 1, 2 and 3, a signal (power selection signal) indicating the completion of selection and the selected power (selected power) is transmitted to the communication device 94. It transmits to HVECU70 via. The HVECU 70 waits to receive the power selection signal.

  If it is determined in step S410 that the user has selected the power to be used for external charging from power 1, 2, 3, then the amount of carbon dioxide emissions per unit power amount in the power (selected power) selected by the user It sets as Qpsset (step S420). Then, based on the allowable charge amount Plim [kWh] of the battery 50 in the external charge and the emission amount Qpsset [g / kWh] of carbon dioxide per unit electric energy in the selected power, the allowable charge amount Plim of the battery 50 in the external charge The target charge amount Pin * of the battery 50 in external charging is set within the range of (step S430). Here, in the embodiment, the target charge amount Pin * of the battery 50 in the external charge is the allowable charge amount Plim of the battery 50 in the external charge, the emission amount Qpsset of carbon dioxide per unit power amount in the selected power, and the battery in the external charge The relationship between the target charge amount Pin * and the 50 target charge amount is previously determined and stored as a target charge amount setting map in a ROM (not shown), and the allowable charge amount Plim of the battery 50 in external charging and Given the amount of carbon emissions Qpsset, it is applied to this map to set the target charge amount Pin * of the battery 50 in external charging. An example of the target charge amount setting map is shown in FIG. As shown, the target charge amount Pin * of the battery 50 in the external charge is smaller when the allowable charge amount Plim of the battery 50 in the external charge is smaller than when it is large, and carbon dioxide per unit power amount in the selected power Specifically, when the allowable charge amount Plim of the battery 50 in the external charge decreases, the amount of carbon dioxide per unit electric power in the selected power decreases. The amount of emissions Qpsset is set to decrease as the amount increases.

  Then, external charging using the selected power is started (step S440). When external charge using selected power is started, the charge amount Pin of the battery 50 in the external charge is input (step S450), and the charge amount Pin of the battery 50 in the input external charge is compared with the target charge amount Pin * (step S460) If the charge amount Pin of the battery 50 in the external charge is less than the target charge amount Pin *, the process returns to step S440. Here, the charge amount Pin of the battery 50 in the external charge is received from the battery ECU 52 and input, which is a value calculated based on the integrated value of the battery current Ib when the external charge is performed.

  Thus, the processes of steps S450 and S460 are repeatedly executed, and when the charge amount Pin of the battery 50 in the external charge reaches the target charge amount Pin * or more in step S460, the external charge using the selected power is ended (step S470). ), End this routine. The external charging is ended also when the battery 50 is fully charged before the charge amount Pin of the battery 50 in the external charge reaches the target charge amount Pin *.

  In this modification, external charge is favorably used for a vehicle having a relatively large amount of carbon dioxide emissions Qv per unit distance, that is, a vehicle for which external charge is not well used. The allowable emission amount Qlim of carbon dioxide per unit electric energy in the power from the external power source is smaller than that of the vehicle, and the allowable charge amount Plim of the battery 50 in the external charge is reduced. When the allowable charge amount Plim of the battery 50 in the external charge is small, the charge amount Pin of the battery 50 in the external charge is reduced compared to when the allowable charge amount Plim is large. Further, when the carbon dioxide emission amount Qpsset per unit power amount in the selected power is large, the charge amount Pin of the battery 50 in the external charge is reduced compared to when it is small. From these, it is possible to promote the use of the external charge and to suppress an increase in carbon dioxide emissions.

  In the hybrid vehicle 20 of the embodiment, although not particularly described, the amount of carbon dioxide emissions per unit electric energy Qps [g / kWh] in the power from the external power supply 69 is received from the charging facility 68 at the charging point. The charge point may be displayed on the display of the navigation device 90 in association with the carbon dioxide emissions Qps per unit electric energy in the power from the external power source 69 at the charge point. In addition, when the destination is set by the operator, the amount of carbon dioxide emissions Qps per unit power in the power from the external power supply 69 is from the external power supply based on the map information and the current position of the vehicle and the destination. The travel route may be set so as to pass through the charging point at which the carbon dioxide emissions per unit power amount in the electric power of the vehicle become equal to or less than the allowable emission amount Qlim. As in the embodiment, the external charge is favorably used for a vehicle having a relatively large amount of carbon dioxide emissions Qv per unit distance in the vehicle, that is, a vehicle for which the external charge is not well used. Since the allowable emissions of carbon dioxide per unit power in the power from the external power source is smaller than the vehicles that are used in the vehicle, the emissions from carbon dioxide per unit power in the power from the external power source 69 are compared The charging points (a relatively low power cost Cps per unit power consumption) may not be displayed on the display of the navigation device 90 or may not be included in the traveling route. As a result, it is possible to promote the use of external charging and to suppress an increase in the amount of carbon dioxide emissions.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 executes the allowable emission amount setting routine of FIG. 2 and the external charge permission routine of FIG. 3. However, the HVECU 70 may execute the allowable discharge amount setting routine of FIG. 2 and may execute the external charge permission prohibition routine of FIG. 10 instead of the external charge permission routine of FIG. The external charge permission routine of FIG. 10 is executed when the power plug 61 is connected to the external power supply 69 at the charge point, as in the external charge permission routine of FIG. 3. In this modification, it is assumed that only one power is provided as the power from the external power supply 69 at the charging point.

  When the external charge permission prohibition routine of FIG. 10 is executed, the HVECU 70 first performs the allowable emission amount of carbon dioxide per unit power amount Qlim [g / kWh] in the power from the external power supply, and the power from the external power supply 69. The amount of carbon dioxide emissions per unit power amount Qps [g / kWh] is input (step S500). The process of step S500 can be performed in the same manner as the process of step S100 of the external charge permission routine of FIG.

  When the data is thus input, the carbon dioxide emissions per unit power in the input power from the external power supply 69 are compared with the allowable emissions Qlim of carbon dioxide per unit power in the power from the external power supply (step S510). Then, when the emission amount Qps of carbon dioxide per unit amount of power in the power from the external power supply 69 is less than the allowable emission amount Qlim of carbon dioxide per unit amount of power in the power from the external power supply, external charging is permitted ( Step S520), this routine ends. On the other hand, when the emission amount of carbon dioxide per unit power in the power from the external power supply 69 is larger than the allowable emission amount Qlim of carbon dioxide per unit power in the power from the external power supply, prohibit external charging. (Step S530), this routine ends.

  In this modification, as in the embodiment, external charging is performed on a vehicle having a relatively large amount of carbon dioxide emissions Qv per unit distance in the vehicle, that is, a vehicle in which utilization of external charging is not well performed. The allowable emission amount of carbon dioxide per unit electric power Qlim in power from an external power source is smaller than that of a well-utilized vehicle. Therefore, in a vehicle in which the use of the external charge is not well performed, the external charge is more likely to be prohibited at the charge point than in a vehicle in which the use of the external charge is well performed. As a result, it is possible to promote the use of external charging and to suppress an increase in the amount of carbon dioxide emissions.

  In the hybrid vehicle 20 of the embodiment, the integrated emission of carbon dioxide in the vehicle (total emission from factory shipment) Qsum is divided by the integrated travel distance (total travel distance from factory shipment) Lsum to obtain a unit distance in the vehicle The amount of carbon dioxide emissions per unit Qv was calculated. However, the cumulative emission of carbon dioxide in the vehicle (total emissions in a predetermined period) Qsum2 is divided by the integrated travel distance (total travel in a predetermined period) Lsum2, and the carbon dioxide emissions Qv per unit distance in the vehicle May be calculated. Here, as the "predetermined period", a predetermined period in time, such as one month or two months, or an opportunity in advance, such as between 20 trips or 30 trips Period can be used.

  In the hybrid vehicle 20 of the embodiment, the emission amount of carbon dioxide per unit electric energy Qps [g / kWh] per unit electric energy in the power from the external power supply 69 at a predetermined start timing such as when the system is turned on, and the external charge Using the charge amount Pin [kWh] of the battery 50, the emission amount Qoil [g / l] of carbon dioxide per unit amount of fuel, and the refueling amount Qin [l], the vehicle according to the above equation (1) The cumulative emissions of carbon dioxide Qsum in the However, instead of using the charge amount Pin and the fuel supply amount Qin of the battery 50 in external charging, the amount of carbon dioxide in the vehicle using the power consumption amount Pco and the fuel consumption amount Qco based on the change amount of the storage ratio SOC of the battery 50 during traveling. The integrated emission amount Qsum may be calculated. In this case, the amount of carbon dioxide emissions generated before the generation of power and fuel may not be taken into consideration.

  In the hybrid vehicle 20 of the embodiment, the cumulative emission amount Qsum [g] of carbon dioxide in the vehicle is divided by the cumulative travel distance Lsum [km] to calculate the emission amount Qv [g / km] of carbon dioxide per unit distance in the vehicle. It shall be calculated. As described above, this processing uses (A) the ratio of the total travel distance traveled to the total emissions of carbon dioxide (total travel distance / total carbon dioxide emissions) as the usage index IDX, and this usage index IDX It can be considered that this is a process of calculating the reciprocal of as carbon dioxide emissions Qv per unit distance in the vehicle. However, the usage index IDX may be set by another method, and the carbon dioxide emissions Qv [g / km] per unit distance in the vehicle may be calculated based on the usage index IDX. The usage index IDX is calculated as any of the following (B) to (N), or based on one or more of (B) to (N) or (A) and (B) to (N) Or may be calculated based on one or more of The use index IDX is calculated as the use of the external charge is performed more favorably as the use index IDX is larger. Further, the carbon dioxide emission amount Qv per unit distance in the vehicle is calculated as being smaller as the use index IDX is larger. Furthermore, in (B) to (N), as the "predetermined period", a predetermined period in time such as one month or two months, or between 20 trips or 30 trips Such an occasionally predetermined period can be used.

(B) Ratio of charging frequency to trip frequency (charging frequency / trip frequency)
The number of times of charging can be obtained by counting up based on the presence or absence of external charging within a predetermined period. The presence or absence of external charging can be determined by determining whether the power plug 61 is connected to the external power supply 69 based on the connection signal SWC from the connection switch 62 or by determining whether the storage ratio SOC of the battery 50 has increased. . The number of trips can be obtained by counting up each time the system is turned on within a predetermined period.
(C) The ratio of the total time when the charger 60 is connected to the external power supply 69 to the total time when the system is turned off and stopped (charger connection total time / total stop time)
The total charger connection time can be obtained by integrating the charging time in which the power plug 61 of the charger 60 is connected to the external power supply 69 within a predetermined period. The total stopping time can be obtained by integrating the stopping time between trips within a predetermined period.
(D) The ratio of the total distance of EV travel to the total distance of HV travel (EV total travel distance / HV total travel distance)
The total EV travel distance can be obtained by integrating the EV travel distance in each trip within a predetermined period. The total HV traveling distance can be obtained by integrating the EV traveling distance in each trip within a predetermined period.

(E) The ratio of the total time of EV travel to the total time of HV travel (EV total travel time / HV total travel time)
The total EV travel time can be obtained by integrating the EV travel time in each trip within a predetermined period. The total HV traveling time can be obtained by integrating the EV traveling time in each trip within a predetermined period.
(F) The ratio of the total distance of EV travel to the total travel distance (EV total travel distance / total travel distance)
The total travel distance is calculated by integrating the travel distance in each trip within a predetermined period.
(G) Ratio of the total time of EV travel to the total travel time (EV total travel time / total travel time)
The total travel time is determined by integrating the travel time for each trip within a predetermined period.

(H) The ratio of the total charge amount of the charge of the battery 50 by the charger 60 to the total feed amount to the fuel tank 25 (total charge amount / total feed amount)
The total charge amount can be obtained by integrating the charge amount by external charge within a predetermined period. The total refueling amount can be obtained by integrating the refueling amount within a predetermined period.
(I) Ratio of the integrated value of the energy charged in the battery 50 by the power from the external power supply 69 to the integrated value of the energy consumed for traveling (external charge energy integrated value / traveling energy integrated value)
The external charge energy integrated value can be obtained by integrating the charge amount by external charge within a predetermined period. The travel consumption energy integrated value can be obtained as an integrated value of the EV travel energy and an integrated value of the HV travel energy. The EV travel energy and the HV travel energy can be obtained by performing time integration (∫M · Vdt) of the vehicle weight M multiplied by the vehicle speed V during EV travel or HV travel. As the vehicle weight M, it is possible to use one measured by a vehicle weight sensor, one calculated from the gradient sensor and the torque and acceleration of the motor MG2, or a predetermined value.
(J) Ratio of integrated value of energy consumed by EV running to integrated value of energy consumed by HV running (EV running energy integrated value / HV running energy integrated value)
The EV travel energy integrated value can be obtained by integrating the EV travel energy. The HV traveling energy integrated value can be obtained by integrating the HV traveling energy.

(K) Total time for connecting charger 60 to external power supply 69 (total time for charger connection)
The total charger connection time can be obtained by integrating the time when the charger 60 is connected to the external power supply 69 within a predetermined period.
(L) Total Charge Amount of Charge of Battery 50 by Charger 60 The total charge amount can be obtained by integrating the charge amount by external charge within a predetermined period.

(M) The ratio of the number of times external charging was performed (number of times charging within opportunity) to the number of times of charging opportunity where the vehicle was capable of external charging (number of occasions charging) (number of times charging within opportunity / Number of opportunities)
The number of opportunities can be obtained by counting the number of times the vehicle has parked at a home parking lot or charging station within a predetermined period. Whether the vehicle is parked at the home parking lot or the charging station can be determined from the navigation device 90 by determining whether the current position of the vehicle is the home parking lot or the charging station. The number of times of charging can be obtained by counting the number of times the vehicle is parked and charged at a home parking lot or a charging station within a predetermined period.
(N) Inverse of fuel consumption by internal combustion engine after external charge (1 / fuel consumption after external charge)
The externally used fuel consumption can be calculated from the amount of fuel Qf when externally charged, the amount of fuel supplied, and the current amount of fuel supplied Qf.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 calculates the emission amount Qv [g / km] of carbon dioxide per unit distance in the vehicle and a unit electric energy in the electric power from the external power supply 69 based on the calculated emission amount Qv. The allowable emissions of carbon dioxide per unit Qlim [g / kWh] is set, and when the power supply plug 61 is connected to the external power supply 69 According to the carbon emissions Qps1, Qps2, and Qps3 [g / kWh] and the allowable emissions of carbon dioxide per unit electric energy Qlim, determine the electric power for which external charging is permitted among electric power 1, 2, 3 External charging was to be performed. However, the HVECU 70 transmits the allowable emission amount Qlim of carbon dioxide per unit power amount to the charging facility 68 at the charging point, and the charging facility 68 transmits power per unit power at the power 1, 2, 3 from the external power supply 69. The external charging may be performed by determining the electric power for permitting external charging among the electric powers 1, 2, 3 according to the carbon dioxide emissions Qps1, Qps2, Qps3 and the allowable carbon dioxide emissions Qlim per unit electric energy. Conceivable.

  The hybrid vehicle 20 according to the embodiment includes the charger 60 for charging the battery 50 by connecting the power plug 61 to the external power supply 69. However, the battery 50 is received by receiving power from the external power supply 69 in a noncontact manner. It is good also as what is provided with the charger which charges.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, and the drive shaft 36 are connected to the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. As exemplified in the hybrid vehicle 220 of the modified example of FIG. 11, the motor MG is connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 230 and the rotation shaft of the motor MG via the clutch 229 The engine 22 is connected to output power from the engine 22 to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 230 and to transmit power from the motor MG to the drive shaft via the transmission 230. It may be output. Also, it may be configured as a so-called series hybrid vehicle. That is, any configuration may be adopted as long as it is a hybrid vehicle including an engine, a motor, a battery, and a charger connected to an external power supply to charge the battery.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to an "engine", the fuel tank 25 corresponds to a "fuel tank", the motor MG2 corresponds to a "motor", the battery 50 corresponds to a "battery", and the charger 60 is The HVECU 70 corresponding to the "charger" and executing the processing of steps S110 and S120 of the routine of FIG. 2 corresponds to the "vehicle discharge amount calculating means", and the HVECU 70 executing the processing of step S130 of the routine of FIG. The HVECU 70 corresponds to the allowable emission amount setting routine and acquires the carbon dioxide emissions Qps1, Qps2 and Qps3 [g / kWh] per unit electric energy in the electric power 1, 2, 3 from the external power supply 69 The HVECU 70 that executes the routine of FIG. 3 corresponds to “external charge limiting means”.

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  20, 220 hybrid vehicles, 22 engines, 23 crank position sensors, 24 electronic control units for engines (engine ECU), 25 fuel tanks, 25a fuel gauge, 26 crankshafts, 28 dampers, 30 planetary gears, 36 drive shafts, 37 differential gears , 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 52 battery electronic control unit (battery ECU), 54 power lines, 60 chargers, 61 power plugs, 62 connection switches, 68 charging equipment, 69 external power supplies, 70 electronic control units (HVECUs) for hybrids, 72 flash memories, 0 ignition switch, 82 shift position sensor, 84 accelerator pedal position sensor, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 an odometer, 90 navigation device, 94 communication device, 229 a clutch, 230 transmission, MG, MG1, MG2 motor.

Claims (1)

An engine, a fuel tank for supplying fuel to the engine, a motor, a battery capable of supplying power to the motor, and an externally chargeable charger for charging the battery using power from an external power supply; A hybrid vehicle comprising
Vehicle emission amount calculation means for calculating the emission amount of carbon dioxide in the vehicle so that the utilization index indicating the degree of utilization of the external charge is large when it is small when it is small;
Allowable emission amount setting means for setting an allowable emission amount of carbon dioxide in the electric power from the external power source so that the amount of emission of carbon dioxide in the vehicle is smaller than when the amount of emission of carbon dioxide is large;
An acquisition unit configured to acquire an emission amount of carbon dioxide in each of the plurality of powers when a plurality of powers are provided as the power from the external power supply;
A part of the plurality of electric powers is limited from the side having a large amount of carbon dioxide emissions as compared with the case where the allowable emission amount is small, and the permission electric power for permitting the external charging among the plurality of electric powers is set and an external charging restriction means that,
An external charging means for performing the external charging using the power selected by the user among the permitted powers;
Hybrid vehicles equipped with