Carbon dioxide recovery system

Abstract

The present application provides a kind of carbon dioxide recovery system, from the carbon dioxide of the hybrid vehicle that is driven in the CO2 recovery area with CO2 recovery road is recovered, the CO2 recovery road is provided with the fixed CO2 recovery device of carbon dioxide that is captured from atmosphere and is recovered, the carbon dioxide recovery system obtains the charge remaining of battery and the position information of the hybrid vehicle, when the hybrid vehicle is driven in the CO2 recovery area, in the case where the charge remaining becomes SOC threshold value, is guided in the manner that the hybrid vehicle is driven on the CO2 recovery road via informing equipment.

Description

Technical Field

[0001] This invention relates to a carbon dioxide recovery system for capturing and recovering carbon dioxide emitted from vehicles. Background Technology

[0002] Japanese Patent Application Publication No. 2021-8852 discloses an invention relating to an information management system for accurately calculating and managing the amount of carbon dioxide (CO2) recovered per vehicle. This information management system is installed in each vehicle and includes multiple external devices capable of sending and receiving information, and a server configured to communicate with these external devices. The external devices send the amount of carbon dioxide recovered by each vehicle equipped with a CO2 recovery device to the server. The server is configured to calculate and manage the amount of carbon dioxide recovered from each external device. Summary of the Invention

[0003] The vehicle described in Japanese Patent Application Publication No. 2021-8852, which targets an information management system, is a vehicle equipped with an engine (internal combustion engine) and a CO2 recovery device. This CO2 recovery device is connected to the engine's exhaust pipe and, for example, uses solid adsorption such as activated carbon or zeolite to capture and recover carbon dioxide from the engine's exhaust. Therefore, it is possible to reduce the amount of carbon dioxide emitted into the atmosphere from the engine during vehicle operation. If such a CO2 recovery device were installed in all vehicles, the amount of carbon dioxide emitted into the atmosphere could be effectively reduced. However, in reality, it is difficult to install such a CO2 recovery device in all existing vehicles. Therefore, it is considered to install a CO2 recovery device on the road or infrastructure outside the vehicle to capture and recover carbon dioxide from the exhaust emitted into the atmosphere. For example, by installing a CO2 recovery device in places where exhaust is prone to stagnation, such as road tunnels or underpasses, carbon dioxide in the exhaust can be recovered efficiently. Using such an externally installed CO2 recovery device, it is also possible to recover carbon dioxide emitted from vehicles that are not equipped with a CO2 recovery device.

[0004] Hybrid vehicles, equipped with both an engine and a motor, enable the engine to operate efficiently. Furthermore, the motor's regenerative control allows for the recovery and reuse of kinetic energy generated during deceleration or braking. Therefore, hybrid vehicles can reduce engine fuel consumption, thereby decreasing carbon dioxide emissions. This improved fuel efficiency and reduced environmental impact have led to the widespread adoption of hybrid vehicles in recent years. However, even hybrid vehicles emit carbon dioxide along with engine exhaust when the engine is running. Hybrid vehicles operate the engine during driving, for example, in situations requiring greater driving force, such as acceleration or uphill driving, or when the battery's remaining charge or state of charge (SOC) is low. However, determining the exact times and locations for engine operation during hybrid vehicle operation is not easy. Therefore, it is not always advisable to operate the hybrid vehicle's engine in locations equipped with CO2 recovery devices. Operating the hybrid vehicle's engine in locations without such CO2 recovery devices will result in carbon dioxide being released into the atmosphere along with engine exhaust.

[0005] Thus, there is still room for improvement in order to further reduce carbon dioxide emissions from hybrid vehicles, which are known for their good fuel economy and environmental impact reduction.

[0006] The present invention was conceived with regard to the aforementioned technical issues, and its object is to provide a carbon dioxide recovery system capable of effectively reducing carbon dioxide emissions from hybrid vehicles into the atmosphere.

[0007] To achieve the above objectives, the present invention provides a carbon dioxide recovery system that recovers carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine (internal combustion engine) and a motor, and a battery that receives and exchanges electricity with respect to the motor. The carbon dioxide recovery system recovers the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery zone with a CO2 recovery path, the CO2 recovery path being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. The hybrid vehicle is characterized by: a control unit that acquires at least the remaining charge level (or a value representing the state of charge) of the battery and the location information of the hybrid vehicle, and controls the operation of the engine; and a notification device that informs the driver of the hybrid vehicle of the information output by the control unit. The control unit, when the hybrid vehicle is traveling in the CO2 recovery zone, guides the hybrid vehicle to travel in the CO2 recovery path via the notification device if the remaining charge level falls below a predetermined SOC threshold or if it is predicted that the remaining charge level will fall below the SOC threshold.

[0008] Furthermore, the present invention provides a carbon dioxide recovery system that recovers carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine (internal combustion engine) and a motor, and a battery that transmits and receives electricity relative to the motor. The system recovers the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery area with a CO2 recovery road, the CO2 recovery road being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. The hybrid vehicle is characterized by being capable of autonomous driving, for example, automatically controlling its operation based on a predetermined driving plan. The hybrid vehicle has a control unit that acquires at least the remaining charge of the battery (or a value representing the state of charge) and the location information of the hybrid vehicle, and controls the operation of the vehicle and the movement of the engine, respectively. When the hybrid vehicle is driving in the CO2 recovery area in the autonomous driving mode, if the remaining charge falls below a predetermined SOC threshold or if it is predicted that the remaining charge will fall below the SOC threshold, the control unit controls the hybrid vehicle to drive in the CO2 recovery area in such a way that (for example, to set or change the driving plan in the CO2 recovery area).

[0009] Furthermore, the control unit in this invention can be configured to operate the engine and generate electricity using the motor to charge the battery when the hybrid vehicle is traveling on the CO2 recovery road.

[0010] Furthermore, the control unit in this invention can be configured to, when the remaining charge level falls below the engine start threshold, operate the engine and use the motor to generate electricity to charge the battery, and when the hybrid vehicle is traveling in the CO2 recovery area, if the hybrid vehicle travels toward the CO2 recovery road after the remaining charge level falls below the SOC threshold or after it is predicted that the remaining charge level will fall below the SOC threshold, temporarily reduce the engine start threshold until the hybrid vehicle reaches the CO2 recovery road.

[0011] Furthermore, the present invention provides a carbon dioxide recovery system that recovers carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine (internal combustion engine) and a motor, and a battery that receives and exchanges electricity with respect to the motor. The system recovers the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery zone with a CO2 recovery path, the CO2 recovery path being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. The hybrid vehicle is characterized by having an HMI device that exchanges information and signals between the hybrid vehicle and its driver and has a notification unit that informs (or enables the driver to recognize) predetermined information. The HMI device at least obtains the remaining charge level of the battery (or a value indicating the state of charge) and the location information of the hybrid vehicle. Furthermore, when the hybrid vehicle is traveling in the CO2 recovery zone, if the remaining charge level falls below a predetermined SOC threshold or if it is predicted that the remaining charge level will fall below the SOC threshold, the system informs the driver of information guiding the hybrid vehicle to travel in the CO2 recovery path.

[0012] The carbon dioxide recovery system of the present invention recovers carbon dioxide emitted from a hybrid vehicle operating within a CO2 recovery zone. A CO2 recovery path equipped with a stationary CO2 recovery device is laid within the CO2 recovery zone. When the hybrid vehicle travels along the CO2 recovery path, carbon dioxide emitted from the hybrid vehicle's engine is captured and recovered using the stationary CO2 recovery device. Generally, a hybrid vehicle does not emit carbon dioxide when the engine is off and the vehicle is driving using the output torque of the motor. However, when the battery's remaining charge level decreases, the hybrid vehicle starts the engine and uses the motor to generate electricity to charge the battery. At this time, carbon dioxide is emitted along with the engine exhaust. Therefore, in the carbon dioxide recovery system of the present invention, the remaining charge level of the battery is monitored, and if the remaining charge level falls below a predetermined SOC threshold or if it is predicted that the remaining charge level will fall below the predetermined SOC threshold, the system controls the hybrid vehicle to travel towards the CO2 recovery path. That is, when the remaining charge level of the battery decreases and it becomes necessary to start the engine to charge the battery, the hybrid vehicle can be directed towards the CO2 recovery path beforehand (actually before starting the engine).

[0013] For example, when the remaining charge level of the battery in a hybrid vehicle traveling within the CO2 recovery zone falls below the State of Charge (SOC) threshold, or when it is predicted that the remaining charge level of the battery will fall below the SOC threshold, the CO2 recovery system of the present invention informs the occupants (driver) of the hybrid vehicle via a notification device, providing information and instructions to drive in the CO2 recovery path. This guides the hybrid vehicle to drive in the CO2 recovery path. Therefore, according to the CO2 recovery system of the present invention, for hybrid vehicles whose remaining battery charge level is decreasing and require engine operation, it is possible to guide the hybrid vehicle in advance to drive in the CO2 recovery path. Thus, when the hybrid vehicle is driving in the CO2 recovery path, the engine can be operated, and the CO2 emitted from the engine at that time can be efficiently recovered in the CO2 recovery path.

[0014] Alternatively, the CO2 recovery system of the present invention controls a hybrid vehicle, such as an autonomous vehicle that drives automatically based on a driving plan (driving a predetermined path), to travel towards a CO2 recovery path. Specifically, when the remaining charge of the battery in a hybrid vehicle (autonomous vehicle) traveling within a CO2 recovery area falls below the State of Charge (SOC) threshold, or when it is predicted that the remaining charge of the battery will fall below the SOC threshold, the system controls the autonomous hybrid vehicle to travel towards a CO2 recovery path. For example, an autonomous driving driving plan is set. Or, the autonomous driving driving plan is changed. Therefore, according to the CO2 recovery system of the present invention, for an autonomous hybrid vehicle that needs to run its engine due to a decrease in the remaining charge of its battery, the autonomous driving driving plan can be set or changed in advance to allow the autonomous hybrid vehicle to travel towards a CO2 recovery path. Therefore, when the autonomous hybrid vehicle travels on a CO2 recovery path, the engine can be run, and the CO2 emitted from the engine at this time can be efficiently recovered on the CO2 recovery path.

[0015] Furthermore, the carbon dioxide recovery system of the present invention starts the engine and begins charging the battery when a hybrid vehicle (including autonomous hybrid vehicles) traveling towards the CO2 recovery path arrives at the CO2 recovery path (i.e., performs SOC recovery control as described later). At this time, the carbon dioxide emitted due to engine operation is captured and recovered by a stationary CO2 recovery device installed on the CO2 recovery path. Therefore, the carbon dioxide recovery system according to the present invention can effectively reduce the carbon dioxide emitted into the atmosphere from hybrid vehicles.

[0016] Furthermore, the carbon dioxide recovery system of the present invention, when a hybrid vehicle (including autonomous hybrid vehicles) is traveling within a CO2 recovery zone, temporarily (i.e., until the hybrid vehicle reaches the CO2 recovery route) reduces the engine starting threshold when the remaining battery charge level falls below the State of Charge (SOC) threshold or when it is predicted that the remaining battery charge level will fall below the SOC threshold. The engine starting threshold is a threshold normally set to protect the battery from over-discharge. By temporarily reducing this engine starting threshold, the timing of engine start-up is delayed when the remaining battery charge level decreases. Therefore, when the remaining battery charge level of a hybrid vehicle traveling within a CO2 recovery zone decreases and the hybrid vehicle is traveling towards a CO2 recovery route, the timing of engine start-up can be delayed, suppressing engine start-up before the hybrid vehicle reaches the CO2 recovery route. This increases the frequency and proportion of engine operation when the hybrid vehicle is traveling on a CO2 recovery route. Therefore, the carbon dioxide recovery system according to the present invention can further effectively reduce carbon dioxide emissions from hybrid vehicles into the atmosphere.

[0017] Furthermore, the carbon dioxide recovery system of the present invention includes an HMI device for exchanging information and signals between vehicles and their drivers. The HMI device has a notification section, such as a display (or monitor), touch panel, or speaker, that informs the driver of predetermined information. For example, an image or video is displayed on the monitor to allow the driver to recognize the predetermined information. Alternatively, voice guidance is played from the speaker to allow the driver to recognize the predetermined information. The HMI device also acquires the remaining charge level of the vehicle's battery and the vehicle's location information. When the vehicle is traveling within a CO2 recovery zone, if the remaining charge level of the battery falls below a predetermined SOC threshold, or if it is predicted that the remaining charge level of the battery will fall below the SOC threshold, the device will inform the driver of information and instructions to drive in a CO2 recovery lane. Therefore, by incorporating the HMI device in the carbon dioxide recovery system of the present invention into a hybrid vehicle, it is easy to guide a hybrid vehicle that needs to operate its engine due to a decreasing battery charge level in advance (actually before the engine is started) to drive in a CO2 recovery lane. Therefore, the engine can be run when the hybrid vehicle is driving on a CO2 recovery road, and the carbon dioxide emitted at this time can be efficiently recovered on the CO2 recovery road. Attached Figure Description

[0018] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein:

[0019] Figure 1 This is a diagram illustrating an example of recovering carbon dioxide from a hybrid vehicle using the carbon dioxide recovery system of the present invention. It is also a schematic diagram showing the control of guiding a hybrid vehicle traveling in a CO2 recovery area toward a CO2 recovery road equipped with a stationary CO2 recovery device.

[0020] Figure 2 This diagram illustrates an example of recovering carbon dioxide from a hybrid vehicle using the carbon dioxide recovery system of the present invention. It is a schematic diagram showing the control (SOC recovery control) of a hybrid vehicle operating the engine and charging the battery on a CO2 recovery path equipped with a stationary CO2 recovery device.

[0021] Figure 3 This is a diagram showing a schematic structure of a hybrid vehicle that is the object of control in the carbon dioxide recovery system of the present invention.

[0022] Figure 4 This is a diagram illustrating the structure of the carbon dioxide recovery system of the present invention. It is a block diagram showing a control unit consisting of an on-board controller mounted on a hybrid vehicle and a server external to the hybrid vehicle, as well as a control system and a communication system related to the control unit.

[0023] Figure 5 This is a diagram illustrating the structure of the carbon dioxide recovery system of the present invention. It is a block diagram showing a control unit consisting of an on-board controller (first ECU and second ECU) mounted on a hybrid vehicle, and a control system and communication system related to the control unit.

[0024] Figure 6 This diagram illustrates an example of the control performed by the carbon dioxide recovery system of the present invention, and in particular shows a flowchart of the control process for sending the location information of the hybrid vehicle and the SOC information of the battery to a server or the like.

[0025] Figure 7 This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, and in particular, it shows a flowchart of the control of setting a driving route through the CO2 recovery road based on the obtained location information of the hybrid vehicle and the SOC information of the battery.

[0026] Figure 8This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, and in particular, a flowchart showing the content of the control that informs (prompts) the driver of the hybrid vehicle of the set driving route through the CO2 recovery road.

[0027] Figure 9 This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, specifically showing a flowchart of the control that temporarily lowers the engine start threshold and delays the engine start timing when a hybrid vehicle traveling in a CO2 recovery zone approaches a CO2 recovery road equipped with a stationary CO2 recovery device until the hybrid vehicle reaches the CO2 recovery road.

[0028] Figure 10 This is a diagram illustrating an example of recovering carbon dioxide from a hybrid vehicle using the carbon dioxide recovery system of the present invention. It is a schematic diagram showing the control of temporarily lowering the engine start threshold when a hybrid vehicle traveling in a CO2 recovery area heads toward a CO2 recovery road equipped with a stationary CO2 recovery device.

[0029] Figure 11 This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, and in particular, a flowchart showing the contents of the control that starts the engine and performs SOC recovery control when a hybrid vehicle guided to the CO2 recovery path arrives at the CO2 recovery path.

[0030] Figure 12 This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, specifically showing a flowchart of the control that incentivizes the occupants (drivers) of a hybrid vehicle while traveling on a route informed of a CO2 recovery path and recovering carbon dioxide emitted from the engine on the CO2 recovery path.

[0031] Figure 13 This is a diagram illustrating the structure of the carbon dioxide recovery system of the present invention. It is a block diagram showing a control unit consisting of an onboard controller (first ECU and second ECU) mounted on a hybrid vehicle capable of autonomous driving, and a control system and communication system associated with the control unit.

[0032] Figure 14 This is a diagram illustrating an example of the control performed by the carbon dioxide recovery system of the present invention, and in particular, a flowchart showing the contents of the control that enables the hybrid vehicle to drive automatically along a set driving route through the CO2 recovery road.

[0033] Figure 15This is a diagram illustrating the configuration of the carbon dioxide recovery system of the present invention, and a block diagram showing an HMI device installed in a hybrid vehicle, and a control system and communication system related to the HMI device. Detailed Implementation

[0034] Embodiments of the present invention will be described with reference to the accompanying drawings. Furthermore, the embodiments shown below are merely examples of how the present invention is embodied and are not intended to limit the scope of the invention.

[0035] like Figure 1 As shown, the carbon dioxide recovery system in this embodiment of the invention captures and recovers carbon dioxide emitted from a hybrid electric vehicle (HEV) operating within the CO2 recovery zone 1. A CO2 recovery road 3 equipped with a stationary CO2 recovery device 2 is laid in the CO2 recovery zone 1, such as... Figure 2 As shown, when the hybrid electric vehicle (HEV) is driving on the CO2 recovery road 3, the carbon dioxide emitted from the engine 11 of the hybrid electric vehicle (HEV) described later is recovered using the stationary CO2 recovery device 2.

[0036] CO2 recovery zone 1 is a region, area, or range that has CO2 recovery roads 3, and is set according to the location and number of CO2 recovery roads 3. For example, the area within a predetermined distance (within a circle) from the location where CO2 recovery roads 3 are laid is pre-set as CO2 recovery zone 1.

[0037] The stationary CO2 recovery device 2 captures and recovers carbon dioxide from the atmosphere, particularly from exhaust gases emitted into the atmosphere. In embodiments of the present invention, the stationary CO2 recovery device 2 primarily recovers or collects carbon dioxide from the exhaust gases of vehicles equipped with engines. Therefore, the stationary CO2 recovery device 2 is positioned, for example, in locations where vehicle exhaust gases tend to accumulate, such as road tunnels, underpasses, or near the beginning of an uphill road. By installing the stationary CO2 recovery device 2 in such locations, carbon dioxide from vehicle exhaust gases can be recovered efficiently.

[0038] Furthermore, the recovery of carbon dioxide in the stationary CO2 recovery device 2 can be performed using various well-known methods and technologies, such as the "physical adsorption method," "physical absorption method," "chemical absorption method," and "cryogenic separation method," as described in Japanese Patent Application Publication No. 2021-8852. In the "physical adsorption method," for example, carbon dioxide is adsorbed onto the solid adsorbent by contacting it with the exhaust gas, and the adsorbed carbon dioxide is removed and recovered by heating or depressurizing the solid adsorbent. In the "physical absorption method," for example, carbon dioxide-soluble absorbents such as methanol or ethanol are contacted with the exhaust gas, and carbon dioxide is physically absorbed by the absorbent under high pressure and low temperature. The absorbed absorbent is then heated or depressurized to recover carbon dioxide from the absorbent. In the "chemical absorption method," for example, carbon dioxide-selectively soluble absorbents such as amines are contacted with the exhaust gas, and carbon dioxide is absorbed by the absorbent through a chemical reaction. The absorbed absorbent is then heated to dissociate and recover the carbon dioxide from the absorbent. In the "cryogenic separation method", carbon dioxide is liquefied by compressing and cooling the exhaust gas, and the carbon dioxide is recovered by selectively distilling the liquefied CO2.

[0039] CO2 recovery road 3 is a road equipped with the aforementioned fixed CO2 recovery device, such as a road inside a tunnel equipped with a fixed CO2 recovery device 2, or a road forming an underground passage equipped with a fixed CO2 recovery device 2. As described above, CO2 recovery road 3 is laid within CO2 recovery area 1. In other words, CO2 recovery area 1 is set up within a predetermined distance range around CO2 recovery road 3 equipped with fixed CO2 recovery device 2. Alternatively, one CO2 recovery road 3 may be laid for each CO2 recovery area 1. Or, multiple CO2 recovery roads 3 may be laid within one CO2 recovery area 1.

[0040] In embodiments of the present invention, the hybrid electric vehicle (HEV) controlled includes multiple power sources, including an engine (internal combustion engine) and a motor, and a battery for transmitting and receiving electricity from the motor of the power source. The engine of the HEV is an internal combustion engine that generates power for driving or generating electricity, and emits exhaust containing carbon dioxide when operating by burning fuel. Figure 3 The diagram shows an example of the configuration (drive system and control system) of a hybrid electric vehicle (HEV) that is the object of control in an embodiment of the present invention.

[0041] Figure 3The hybrid electric vehicle (HEV) shown includes an engine (ENG) 11 and a motor (MG) 12 as power sources. Other major components of the HEV include drive wheels 13, a battery (BAT) 14, a notification device 15, a detection unit 16, and an on-board controller (ECU) 17. Furthermore, the HEV in this embodiment may also include one or more motors as power sources in addition to the motor 12. Alternatively, it may be a hybrid drive unit including an engine 11, a motor 12, a power distribution mechanism (not shown), and a transmission mechanism (not shown). Moreover, the HEV in this embodiment may also be a range-extended vehicle (or a series hybrid vehicle) that replaces the engine 11 with a generator (not shown) mounted on the motor 12 as a power source and a dedicated engine (not shown) for driving the generator.

[0042] Engine 11 is, for example, an internal combustion engine using liquid fuel, such as a gasoline engine or a diesel engine. Engine 11 is configured such that its output adjustment, as well as its operating states such as starting and stopping, are electrically controlled via an on-board controller 17 (described later). In the case of a gasoline engine, the throttle opening, fuel supply or injection quantity, ignition execution and stopping, and ignition timing are electrically controlled. In the case of a diesel engine, the fuel injection quantity and fuel injection timing are electrically controlled. Figure 3 In the embodiment shown, the engine 11, together with the motor 12, generates power for the driving of the hybrid electric vehicle (HEV) as a power source.

[0043] The motor 12 is constructed, for example, a permanent magnet synchronous motor or an induction motor (asynchronous motor). The motor 12 has at least the function of a prime mover that outputs torque when driven by supplied electricity. Additionally, the motor 12 also functions as a generator that generates electricity when driven by receiving torque from an external source. That is, the motor 12 is a so-called electric generator that combines the functions of a prime mover and a generator. A battery 14 (described later) is connected to the motor 12 via a converter (not shown). Therefore, the electricity stored in the battery 14 can be supplied to the motor 12, enabling the motor 12 to function as a prime mover and output drive torque. Alternatively, the torque transmitted from the drive wheel 13 can be used to enable the motor 12 to function as a generator, and the regenerated electricity generated at this time can be stored in the battery 14. The output speed and output torque of the motor 12 are electrically controlled by the on-board controller 17 (described later). Furthermore, the switching between the functions of a prime mover and a generator, as described above, is also electrically controlled.

[0044] The drive wheels 13 generate driving force for the hybrid electric vehicle (HEV) through the driving torque output by the transmitted power source. Figure 3 In the illustrated embodiment, the drive wheel 13 is connected to the power source, namely the engine 11 and the motor 12, via a transmission mechanism 18, a differential gear 19, and a drive shaft 20. Furthermore, the hybrid electric vehicle (HEV) in the embodiments of the present invention can be as follows: Figure 3 The illustrated embodiment is a front-wheel drive vehicle that transmits drive torque to the front wheels and generates driving force there. Alternatively, a hybrid electric vehicle (HEV) can be a rear-wheel drive vehicle that transmits drive torque to the rear wheels via, for example, a driveshaft (not shown) and generates driving force there. Alternatively, a hybrid electric vehicle (HEV) can be a four-wheel drive vehicle that is equipped with a transfer mechanism (not shown) that transmits drive torque to both the front and rear wheels and generates driving force in both directions.

[0045] Battery 14 is a secondary battery that supplies power to motor 12 and stores the power generated by motor 12. It is electrically connected to motor 12 via an converter (not shown) in a manner that enables power transfer to and from motor 12. Therefore, motor 12 can be driven as a generator using the output torque of motor 11, and the generated power from motor 12 can be used to charge battery 14.

[0046] The notification device 15 is a device or apparatus for informing the driver of a hybrid electric vehicle (HEV) of information output by the control unit 100 in the embodiments of the present invention described later. For example, images and video information sent from the control unit 100 may be displayed on a liquid crystal display, touch panel, head-up display, or indicator lights (none shown), and the driver of the HEV may recognize them. Alternatively, voice information or voice guidance sent from the control unit 100 may be played from a speaker (not shown), and the driver of the HEV may recognize it.

[0047] The detection unit 16 is a device or apparatus for acquiring various data and information required for controlling the hybrid electric vehicle (HEV), including, for example, a power supply unit, a microcomputer, sensors, and input / output interfaces (all not shown). Specifically, in embodiments of the present invention, the detection unit 16 detects data associated with the remaining charge or state of charge of the battery 14 and the location information of the HEV, used to control the operation of the engine 11. Specifically, the detection unit 16 includes various sensors and devices such as a vehicle speed sensor (or wheel speed sensor) 16a for detecting vehicle speed, an engine speed sensor 16b for detecting the rotational speed of the engine 11, a motor speed sensor (or rotary transformer) 16c for detecting the rotational speed of the motor 12, a SOC sensor 16d for detecting the remaining charge (a numerical value representing the state of charge) of the battery 14, a timer 16e for detecting the timing and elapsed time of transmitting and receiving data and information, a GPS receiver 16f for acquiring the location information of the HEV, and an onboard camera 16g for acquiring photographic information related to the external conditions of the HEV. Furthermore, the detection unit 16 is electrically connected to the vehicle controller 17 described later, and outputs electrical signals corresponding to the detection values ​​or calculated values ​​of the various sensors, devices, and apparatuses mentioned above as detection data to the vehicle controller 17.

[0048] The vehicle controller 17 constitutes the control unit 100 in the embodiments of the present invention described later. Figure 4 In the illustrated embodiment, the vehicle controller 17, together with the server 21 located outside the hybrid electric vehicle (HEV), constitutes the control unit 100. The vehicle controller 17 is, for example, an electronic control device primarily composed of a microcomputer; in particular, in this embodiment, the vehicle controller 17 controls the operation of the engine 11. Specifically, the engine 11 is started based on the remaining charge level of the battery 14 and the location information of the HEV. Various data detected or calculated by the detection unit 16 are input to the vehicle controller 17. The vehicle controller 17 performs calculations using the input data, pre-stored data, and formulas. Furthermore, the vehicle controller 17 is configured to output its calculation results as control command signals and control the operation of the engine 11 as described above. In addition, in Figure 3 The diagram shows a vehicle controller 17, but multiple vehicle controllers 17 may be provided for each controlled device, equipment, or each controlled content.

[0049] The carbon dioxide recovery system in the embodiments of the present invention is, for example, as follows: Figure 4The control unit 100, as shown, provides comprehensive control of the hybrid electric vehicle (HEV). When the engine 11 of the HEV is running within the CO2 recovery zone 1, or when it is predicted that the engine 11 of the HEV will run within the CO2 recovery zone 1, the control unit 100 guides the HEV towards the CO2 recovery path 3. Information and instructions to the driver of the HEV to travel on the CO2 recovery path 3 are provided.

[0050] exist Figure 4 In the illustrated embodiment, the control unit 100 comprises the aforementioned vehicle controller 17 and a server 21 located externally to the hybrid electric vehicle (HEV). The control unit 100 transmits and receives data between the vehicle controller 17 and the server 21, and cooperates in controlling the HEV. For example, in the control unit 100, predetermined data detected or calculated by the aforementioned detection unit 16 is sent from the vehicle controller 17 to the server 21. Simultaneously, the vehicle controller 17 receives the results calculated by the server 21. Furthermore, the vehicle controller 17 controls the HEV based on these calculation results.

[0051] Specifically, the control unit 100 mainly includes a SOC monitoring unit 101, an engine control unit 102, an information output unit 103, a data storage unit 104, a route creation unit 105, and a data transceiver unit 106. Figure 4 In the illustrated embodiment, the SOC monitoring unit 101, the engine control unit 102, and the notification information output unit 103 are respectively installed on the vehicle controller 17 of the hybrid electric vehicle (HEV). On the other hand, the data storage unit 104, the route creation unit 105, and the data transceiver unit 106 are respectively installed on an external server 21.

[0052] The SOC monitoring unit 101 monitors the remaining charge level of the battery 14. Specifically, it acquires a value (SOC) indicating the remaining charge level or state of charge of the battery 14 detected by the SOC sensor 16d, and compares it with predetermined thresholds such as the SOC threshold T0, engine start threshold T1, and T2, which will be described later.

[0053] The engine control unit 102 controls the operation of the engine 11. In particular, in embodiments of the present invention, the engine control unit 102 starts the engine 11 based on the remaining charge level of the battery 14 and the location information of the hybrid electric vehicle (HEV). For example, the engine 11 is started when the hybrid electric vehicle (HEV) reaches the CO2 recovery path 3 after the remaining charge level of the battery 14 has fallen below the SOC threshold T0, as described later.

[0054] The notification information output unit 103 generates and outputs an information signal via the notification device 15 for the driver of the hybrid electric vehicle (HEV) to recognize the information based on information related to the driving route generated by the driving route generation unit 105 of the server 21 (described later). For example, it outputs an information signal for display on the display of the notification device 15. Alternatively, it outputs an information signal for playback by the speaker of the notification device 15.

[0055] The data storage unit 104 stores various data and information received from the vehicle controller 17, various data and information processed by the server 21, and pre-prepared map information as a database on a storage medium (not shown). For example, the location of the stationary CO2 recovery device 2, map information around the CO2 recovery road 3 where the stationary CO2 recovery device 2 is installed, and map information related to the CO2 recovery area 1 are stored in the data storage unit 104.

[0056] The route creation unit 105 creates information related to the driving route of the hybrid electric vehicle (HEV) based on various data and information received from the vehicle controller 17 and map information stored in the data storage unit 104. Specifically, it creates information related to the driving route of the HEV based on data (SOC information) received from the vehicle controller 17 regarding the remaining charge or state of charge of the battery 14, and the location information (current location) of the HEV. When the remaining charge of the battery 14 decreases and the engine 11 needs to be run to charge the battery 14, the driving route of the HEV is created in a manner that guides the HEV to the nearest CO2 recovery road 3.

[0057] The data transceiver unit 106 transmits and receives information and data between the vehicle controller 17 and the server 21 via the communication module 107, which will be described later. For example, it receives information from the communication module 107 on the vehicle controller 17 side, such as the location information of the hybrid electric vehicle (HEV), the SOC information of the battery 14, and the destination information of the HEV (if the destination has been set by a navigation system, etc.). In addition, the server 21 sends information related to the driving route of the HEV generated by the driving route generation unit 105 to the communication module 107 on the vehicle controller 17 side.

[0058] exist Figure 4 In the embodiment shown, the hybrid electric vehicle (HEV) is equipped with a communication module (DCM) 107 for transmitting and receiving information and data between the on-board controller 17 of the HEV and an external server 21.

[0059] The communication module 107 performs wireless communication between the vehicle controller 17 and the server 21. For example, the communication module 107 may be equipped with a dedicated communication system (not shown) called a DCM [Data Communication Module], and use a dedicated communication line to send and receive various data between the vehicle controller 17 and the data transceiver unit 106 of the server 21. Alternatively, general-purpose communication equipment (not shown) and a general mobile communication line may be used for data transmission and reception. Specifically, in the embodiment of the present invention, the communication module 107 sends the location information of the hybrid vehicle HEV, the SOC information of the battery 14, and the destination information of the hybrid vehicle HEV (if the destination is set by a navigation system, etc.) obtained by the vehicle controller 17 to the server 21. In addition, the communication module 107 sends information related to the driving route of the hybrid vehicle HEV generated by the driving route generation unit 105 of the server 21 to the vehicle controller 17.

[0060] The carbon dioxide recovery system in embodiments of the present invention can also be configured as a control unit that obtains the remaining charge level of the battery and the location information of the hybrid electric vehicle (HEV) without using an external server, and controls the operation of the engine 11. For example, Figure 5 The control unit 200 shown is the same as the vehicle controller 17 mentioned above, and is composed of the first ECU 201 and the second ECU 202 installed in the hybrid electric vehicle (HEV). These first ECU 201 and second ECU 202 are interconnected in a manner that allows them to exchange information and data.

[0061] In addition, in Figure 5 In the control unit 200 shown, regarding the aforementioned Figure 4 The control unit 100 shown has the same elements labeled as the control unit 100, including its function and control content. Figure 4 The same reference numeral. Therefore, in this Figure 5 In the embodiment shown, the first ECU 201 of the control unit 200 is related to the aforementioned Figure 4 The on-board controller 17 of the control unit 100 shown also functions similarly, and the second ECU 202 of the control unit 200 is the same as the aforementioned Figure 4 The server 21 of the control unit 100 shown also functions in the same way.

[0062] In addition, Figure 5The diagram shows a control unit 200 consisting of two vehicle controllers 17, ECU 201 and ECU 202. However, in embodiments of the present invention, the control unit may, for example, combine ECU 201 and ECU 202 into one unit. Alternatively, for example, the control unit may consist of three or more vehicle controllers 17, depending on the control content or object.

[0063] As previously stated, the carbon dioxide recovery system in the embodiments of the present invention primarily aims to effectively reduce carbon dioxide emissions from hybrid electric vehicles (HEVs) into the atmosphere. To this end, the carbon dioxide recovery system in the embodiments of the present invention is configured to perform the following... Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 11 ,and Figure 12 The control is shown in the flowcharts.

[0064] Figure 6 The flowchart shown above illustrates the control... Figure 4 In the illustrated embodiment, this is executed by the vehicle controller 17 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the first ECU 201 of the vehicle controller 17. Furthermore, this... Figure 6 The controls shown in the flowchart are described later. Figure 13 In the illustrated embodiment, execution is performed by controller 300, specifically the first ECU 301 of the vehicle controller 17. Furthermore, as described later... Figure 15 In the embodiment shown, this is executed by the first ECU 401 of the HMI device 400.

[0065] exist Figure 6 In the flowchart shown, in step S11, it is determined whether a predetermined time has elapsed since the last time the location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14 (specifically, the remaining charge amount of the battery 14, or the value representing the state of charge (SOC)) were sent from the vehicle controller 17 to the server 21, or from the first ECU 201 to the second ECU 202.

[0066] If the predetermined time has not elapsed since the last transmission of the hybrid electric vehicle (HEV) location information and battery SOC information 14, and the determination in step S11 is negative, then subsequent control is not executed, and the process is temporarily terminated. Figure 6 The flowchart shows the routine.

[0067] In contrast, if a predetermined time has elapsed since the last transmission of the hybrid electric vehicle (HEV) location information and the battery 14's SOC information, and this is determined in step S11, then proceed to step S12. Furthermore, at the beginning of control (the initial routine), if this determination is made in step S11 in order to transmit the initial information and data in the subsequent step S12, then proceed to step S12.

[0068] In step S12, the location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14 are sent from the on-board controller 17 to the server 21. Alternatively, they are sent from the first ECU 201 to the second ECU 202.

[0069] After sending the location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14 in step S12, the process is temporarily terminated. Figure 6 The flowchart shows the routine.

[0070] In using the above Figure 6 The flowchart shows that after the control sends the location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14, the next step is executed on the receiving side after receiving this information and data. Figure 7 The control is shown in the flowchart. That is, the... Figure 7 The flowchart shown above illustrates the control... Figure 4 In the illustrated embodiment, execution is performed by the server 21 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the second ECU 202 of the vehicle controller 17. Furthermore, this... Figure 7 The controls shown in the flowchart are described later. Figure 13 In the illustrated embodiment, execution is performed by controller 300, specifically the second ECU 302 of the vehicle controller 17. Furthermore, as described later... Figure 15 In the embodiment shown, this is performed by the second ECU 402 of the HMI device 400.

[0071] exist Figure 7 In the flowchart shown, in step S21, the server 21 in the control unit 100 or the second ECU 202 in the control unit 200 determines whether the location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14 have been received.

[0072] If the determination in step S21 is negative because the location information of the hybrid electric vehicle (HEV) and the SOC information of battery 14 have not yet been received, subsequent control will not be executed, and the process will be temporarily terminated. Figure 7 The flowchart shows the routine.

[0073] In contrast, if the determination in step S21 is yes based on the received location information of the hybrid electric vehicle (HEV) and the SOC information of the battery 14, then proceed to step S22.

[0074] In step S22, based on the obtained SOC information, it is determined whether the SOC (or remaining charge) of battery 14 is below a predetermined SOC threshold T0, or whether it is predicted that the SOC of battery 14 will fall below the predetermined SOC threshold T0. The SOC threshold T0 is a threshold used to determine whether, in the near future, for example, after a predetermined time of several minutes to several hours, or after driving several kilometers to several tens of kilometers, the SOC of battery 14 will fall below the engine start threshold T1 (described later), thus starting engine 11, or predicting the start of engine 11. The SOC threshold is preset based on the characteristics and performance of the hybrid electric vehicle (HEV), and also based on the results of actual vehicle driving tests, simulations, etc. Furthermore, this "prediction" may be, for example, "a prediction that the SOC of battery 14 will fall below the SOC threshold T0 after a predetermined time," or "a prediction that the SOC of battery 14 will fall below the SOC threshold T0 after driving a predetermined distance." Therefore, in other words, in step S22, it is determined whether the engine 11 should be started due to the decrease in the remaining charge of the battery 14 while the hybrid electric vehicle (HEV) continues to drive as before.

[0075] Even though the SOC of battery 14 is greater than the SOC threshold T0 and the hybrid electric vehicle (HEV) continues to operate as before, if the determination in step S22 is negative because there is currently no engine 11 starting due to a decrease in the remaining charge of battery 14, or if it is predicted that there will be no engine 11 starting due to a decrease in the remaining charge of battery 14, then subsequent control is not executed, and the process is temporarily terminated. Figure 7 The flowchart shows the routine.

[0076] In contrast, when the SOC of battery 14 is below the SOC threshold T0 and the hybrid electric vehicle (HEV) continues to operate as before, if the engine 11 starts due to the decrease in the remaining charge of battery 14, or if the engine 11 is predicted to start due to the decrease in the remaining charge of battery 14, and this is determined in step S22, then proceed to step S23.

[0077] In step S23, based on the obtained location information of the hybrid electric vehicle (HEV) (current location), information related to the location of the fixed CO2 recovery device 2 (map information around the CO2 recovery road 3 where the fixed CO2 recovery device 2 is installed, map information related to the CO2 recovery area 1, etc.), and destination information of the hybrid electric vehicle (HEV) (if the destination has been set by the navigation system, etc.), it is determined whether the driving route of the hybrid electric vehicle (HEV) through the CO2 recovery road 3 can be set.

[0078] For example, if the determination in step S23 is negative because there is no CO2 recovery road 3 in the vicinity (within a predetermined range) of the predicted driving location after a predetermined time or after traveling a predetermined distance, or because the distance to the nearest CO2 recovery road 3 to the set destination deviates from the predetermined distance by more than the predetermined distance, making it impossible to set the driving route of the hybrid electric vehicle (HEV) through the CO2 recovery road 3, then subsequent control is not executed, and the process is temporarily terminated. Figure 7 The flowchart shows the routine.

[0079] In contrast, if the determination in step S23 is yes, based on the ability to set the driving route of the hybrid electric vehicle (HEV) through CO2 recovery road 3, then proceed to step S24.

[0080] In step S24, to inform the driver of the hybrid electric vehicle (HEV), a driving route for the HEV via the CO2 recovery road 3 is then set. If a destination has been set by a navigation system or similar device, the currently set driving route for that destination is changed to a new driving route via the CO2 recovery road 3. If the existing driving route includes the CO2 recovery road 3, that existing driving route is directly updated as the new driving route via the CO2 recovery road 3. Furthermore, if no destination has been set by a navigation system or similar device, a new driving route via the CO2 recovery road 3 is set to guide the HEV to travel on the CO2 recovery road 3, or to encourage the driver to drive the HEV on the CO2 recovery road 3. Simultaneously, information and data related to the driving route via the CO2 recovery road 3 set as described above are sent from server 21 to vehicle controller 17, or from second ECU 202 to first ECU 201.

[0081] After setting the driving route of the hybrid electric vehicle (HEV) via CO2 recovery road 3 in step S24 and sending information and data related to the driving route, the process is temporarily terminated. Figure 7 The flowchart shows the routine.

[0082] In using the above Figure 7The flowchart shows the control sending information and data related to the driving route of the hybrid electric vehicle (HEV) via CO2 recovery road 3. Upon receiving this information and data, the next steps are executed. Figure 8 The control is shown in the flowchart. That is, the... Figure 8 The flowchart shown above illustrates the control... Figure 4 In the illustrated embodiment, this is executed by the vehicle controller 17 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the first ECU 201 of the vehicle controller 17. Furthermore, this... Figure 8 The controls shown in the flowchart are described later. Figure 15 In the embodiment shown, this is executed by the first ECU 401 of the HMI device 400.

[0083] exist Figure 8 In the flowchart shown, in step S31, it is determined whether the vehicle controller 17 in the control unit 100 or the first ECU 201 in the control unit 200 receives information and data related to the driving route of the hybrid electric vehicle (HEV) via the CO2 recovery road 3.

[0084] If the determination in step S31 is negative because no information or data related to the driving route of the hybrid electric vehicle (HEV) via CO2 recovery road 3 has been received, subsequent control will not be executed, and the process will be temporarily terminated. Figure 8 The flowchart shows the routine.

[0085] In contrast, if the determination in step S31 is yes based on the received information and data related to the driving route of the hybrid electric vehicle (HEV) via CO2 recovery road 3, the process proceeds to step S32.

[0086] In step S32, the driving route via CO2 recovery road 3 is communicated to the driver of the hybrid electric vehicle (HEV). For example, information related to the driving route via CO2 recovery road 3 is displayed on the LCD monitor or head-up display of the notification device 15. Additionally, as a route or destination guide on the navigation system, the set driving route via CO2 recovery road 3 is displayed on the navigation system's display (not shown). Alternatively, information related to the driving route via CO2 recovery road 3 can be played through the speaker of the notification device 15. Both the monitor or head-up display and the speaker of the notification device 15 can be used to communicate information related to the driving route via CO2 recovery road 3 to the driver of the hybrid electric vehicle (HEV).

[0087] Furthermore, in the following section Figure 15In the illustrated embodiment, in step S32, for example, information related to the driving route via the CO2 recovery road 3 is displayed on the liquid crystal monitor or head-up display of the notification unit 403 in the HMI device 400 (described later). Additionally, as a driving route or destination guide on the navigation system, the set driving route via the CO2 recovery road 3 is displayed on the display (not shown) of the navigation system integrated into the HMI device 400 (described later). Alternatively, information related to the driving route via the CO2 recovery road 3 is played through the speaker of the notification unit 403 in the HMI device 400 (described later). The driver of the hybrid electric vehicle (HEV) can also be informed of the driving route via the CO2 recovery road 3 using both the monitor or head-up display and the speaker of the notification unit 403 in the HMI device 400 (described later).

[0088] In step S32, after informing the driver of the hybrid electric vehicle (HEV) of the driving route via CO2 recovery road 3, the process is temporarily terminated. Figure 8 The flowchart shows the routine.

[0089] In using the above Figure 8 The flowchart shows that the control system informs the driver of the hybrid electric vehicle (HEV) of the driving route via CO2 recovery road 3, and then executes the next steps on the side that has been informed of the driving route. Figure 9 The control is shown in the flowchart. That is, the... Figure 9 The flowchart shown above illustrates the control... Figure 4 In the illustrated embodiment, this is executed by the vehicle controller 17 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the first ECU 201 of the vehicle controller 17. Furthermore, this... Figure 9 The controls shown in the flowchart are described later. Figure 13 In the illustrated embodiment, the control is executed by the controller 300, namely the first ECU 301 of the vehicle controller 17.

[0090] exist Figure 9 In the flowchart shown, in step S41, it is determined whether the hybrid electric vehicle (HEV) intends to travel along the informed route via the CO2 recovery road 3. That is, it is determined whether the driver of the HEV, having been informed of the route via the CO2 recovery road 3, is driving the HEV along that route towards the location of the stationary CO2 recovery device 2. For example, the driving direction of the HEV in this case can be determined based on the location information of the HEV obtained from the GPS receiver 16f.

[0091] If the hybrid electric vehicle (HEV) is not traveling on the informed route via CO2 recovery road 3, and this is determined to be false in step S41, then subsequent control is not executed, and the process is temporarily terminated. Figure 9 The flowchart shows the routine.

[0092] In contrast, if the hybrid electric vehicle (HEV) wants to travel on the route of CO2 recovery road 3 that has been informed, or is already traveling on such a route and is determined to be so in step S41, then proceed to step S42.

[0093] In step S42, the engine start threshold T1 for starting engine 11 is temporarily changed. Specifically, in Figure 10 As shown in the schematic diagram of the SOC of battery 14, the engine start threshold T1 is temporarily set to an engine start threshold T2 that is smaller than the normal engine start threshold T1. The engine start threshold T1, like the aforementioned SOC threshold T0, is a threshold relative to the SOC (or remaining charge) of battery 14, and is normally set to protect battery 14 from over-discharge. Therefore, when the SOC of battery 14 falls below the engine start threshold T1 in a hybrid electric vehicle (HEV) with engine 11 stopped, engine 11 is started to protect battery 14. Furthermore, by operating engine 11 and generating electricity using motor 12 driven by engine 11, battery 14 is charged. This engine start threshold T1 is set to a value larger than the lower limit of SOC, taking into account a predetermined margin (or safety factor, etc.) for the lower limit of the allowable SOC of battery 14 under normal driving conditions. In step S41, within the predetermined margin, the engine start threshold T1 is temporarily reduced to an engine start threshold T2 that is smaller than the engine start threshold T1 until the hybrid electric vehicle (HEV) reaches the CO2 recovery road 3.

[0094] As described above, when the SOC of battery 14 decreases by temporarily setting the engine start threshold T1 to a smaller engine start threshold T2, the timing of starting engine 11 is delayed. Therefore, when the SOC of battery 14 of the hybrid electric vehicle (HEV) traveling within CO2 recovery zone 1 decreases and the HEV travels towards CO2 recovery path 3, the timing of starting engine 11 can be delayed. As a result, starting engine 11 before the HEV reaches CO2 recovery path 3 can be suppressed. Consequently, the frequency and proportion of engine 11 operation when the HEV is traveling on CO2 recovery path 3 can be increased. Therefore, carbon dioxide emissions from the HEV into the atmosphere can be effectively reduced.

[0095] After the engine start threshold T1 is temporarily changed to an engine start threshold T2 that is smaller than the engine start threshold T1 in step S42 above, the process is temporarily terminated. Figure 8 The flowchart shows the routine. Furthermore, for example, if the distance between the current location of the hybrid vehicle (HEV) and the CO2 recovery road 3 on the informed driving route is short, and it is clear that the HEV will reach the CO2 recovery road 3 before the SOC of the battery 14 falls below the usual engine start threshold T1, the control step S42 described above can be skipped.

[0096] In using the above Figure 9 The flowchart shows that after temporarily changing the engine start threshold T1 to an engine start threshold T2 that is smaller than the engine start threshold T1, the next step is executed on the side where the engine start threshold T1 was changed. Figure 11 The control is shown in the flowchart. That is, the... Figure 11 The flowchart shown above illustrates the control... Figure 4 In the illustrated embodiment, this is executed by the vehicle controller 17 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the first ECU 201 of the vehicle controller 17. Furthermore, this... Figure 11 The controls shown in the flowchart are described later. Figure 13 In the illustrated embodiment, the control is executed by the controller 300, namely the first ECU 301 of the vehicle controller 17.

[0097] exist Figure 11 In the flowchart shown, in step S51, it is determined whether the hybrid electric vehicle (HEV) has reached the CO2 recovery route 3. That is, it is determined whether the driver of the HEV has driven the HEV along the informed route through the CO2 recovery route 3 and whether the HEV has actually reached the CO2 recovery route 3. For example, the determination of whether the HEV has reached the CO2 recovery route 3 can be based on the location information of the HEV obtained from the GPS receiver 16f, or the external conditions of the HEV obtained from the onboard camera 16g.

[0098] If the determination in step S51 is negative because the hybrid electric vehicle (HEV) has not yet reached the CO2 recovery route 3, subsequent control is not executed, and the process is temporarily terminated. Figure 11 The flowchart shows the routine.

[0099] In contrast, if the determination in step S51 is yes based on the fact that the hybrid electric vehicle (HEV) has reached the CO2 recovery road 3, then proceed to step S52.

[0100] In step S52, the engine 11 of the hybrid electric vehicle (HEV) is started and SOC recovery control is executed. SOC recovery control is a control that forcibly starts the engine 11 and charges the battery 14 to protect it from over-discharge when the SOC (state of charge) of the battery 14 of the HEV drops. The battery 14 is charged by running the engine 11 and using the electricity generated by the motor 12 driven by the engine 11. In an embodiment of the invention, as described above, under normal conditions (e.g., when the HEV is traveling outside the CO2 recovery zone 1), SOC recovery control is executed when the SOC of the battery 14 falls below the engine start threshold T1. Simultaneously, when the HEV is traveling within the CO2 recovery zone 1, SOC recovery control is executed when the SOC of the battery 14 falls below the SOC threshold T0 and the HEV is guided towards the CO2 recovery road 3.

[0101] After starting the engine 11 of the hybrid electric vehicle (HEV) and performing SOC recovery control in step S52 above, the process is temporarily terminated. Figure 11 The flowchart shows the routine.

[0102] In the carbon dioxide recovery system of this invention, as described above, when the hybrid electric vehicle (HEV) is traveling on the CO2 recovery road 3, the driver (occupant) of the hybrid electric vehicle can also be incentivized. Specifically, the following steps are performed... Figure 12 The control is shown in the flowchart.

[0103] Should Figure 12 The control shown in the flowchart is, for example, in the above-mentioned... Figure 4 In the illustrated embodiment, execution is performed by the server 21 within the control unit 100. Furthermore, in the aforementioned... Figure 5 In the illustrated embodiment, execution is performed by the control unit 200, namely the second ECU 202 of the vehicle controller 17. Furthermore, this... Figure 12 The controls shown in the flowchart are described later. Figure 13 In the illustrated embodiment, execution is performed by controller 300, specifically the second ECU 302 of the vehicle controller 17. Furthermore, as described later... Figure 15 In the embodiment shown, this is performed by the second ECU 402 of the HMI device 400.

[0104] exist Figure 12In the flowchart shown, in step S61, it is determined whether the hybrid electric vehicle (HEV) has been traveling along the new driving route on the CO2 recovery road 3. Specifically, when the SOC of the battery 14 of the HEV, which is traveling within the CO2 recovery area 1, decreases, it is determined whether the HEV has been traveling along the driving route (new driving route) through the CO2 recovery road 3 as instructed and guided to the driver of the HEV. For example, the determination of whether the HEV has been traveling along the new driving route on the CO2 recovery road 3 can be made based on the location information of the HEV obtained from the GPS receiver 16f, or the external conditions of the HEV obtained from the onboard camera 16g.

[0105] If the determination in step S61 is negative because the hybrid electric vehicle (HEV) has not yet traveled along the new driving route on CO2 recovery road 3, then subsequent control is not executed, and the process is temporarily terminated. Figure 12 The flowchart shows the routine.

[0106] In contrast, if the determination in step S61 is that the hybrid electric vehicle (HEV) has been traveling along the new driving route on the CO2 recovery road 3, then proceed to step S62.

[0107] In step S62, an incentive is given to the driver (or passenger, or owner, etc.) of the hybrid electric vehicle (HEV). This incentive is not limited to monetary rewards or bonuses; it can also be something based on monetary value, such as electronic currency, points, vouchers, discount coupons, prizes, or cryptocurrencies.

[0108] After incentivizing the driver (or passenger, or owner, etc.) of the hybrid electric vehicle (HEV) in step S62 above, the process is temporarily terminated. Figure 12 The flowchart shows the routine.

[0109] Thus, when the hybrid electric vehicle (HEV) is traveling in the CO2 recovery path 3, by constructing a system to incentivize the driver (occupant) of the HEV, power can be provided to the driver (occupant) specifically for traveling in the CO2 recovery path 3. Therefore, when the SOC of the battery 14 of the HEV traveling in the CO2 recovery zone 1 decreases as described above, it can encourage the HEV to travel along a new route (new route) through the CO2 recovery path 3, as if informing and guiding the driver. As a result, the frequency and proportion of engine 11 operation can be increased when the HEV is traveling in the CO2 recovery path 3. Therefore, carbon dioxide emissions from the HEV into the atmosphere can be effectively reduced.

[0110] Furthermore, the carbon dioxide recovery system in the embodiments of the present invention can control hybrid electric vehicles (HEVs) capable of autonomous driving. For example, in Figure 13 The block diagram shows the control system and communication system, etc., related to the control unit 300 which is a hybrid electric vehicle (HEV) capable of autonomous driving.

[0111] The control unit 300 comprehensively controls the hybrid electric vehicle (HEV) capable of autonomous driving by automatically controlling its operation. Specifically, in this embodiment, the control unit 300 guides the HEV towards the CO2 recovery path 3 when the engine 11 of the HEV is running autonomously within the CO2 recovery zone 1 as described above, or when it is predicted that the engine 11 of the HEV will run autonomously within the CO2 recovery zone 1. Specifically, when the HEV is driving autonomously within the CO2 recovery zone 1, if the remaining charge (SOC) of the battery 14 falls below the SOC threshold T0, or if it is predicted that the remaining charge (SOC) of the battery 14 will fall below the SOC threshold T0, the control unit manages the HEV to travel on the CO2 recovery path 3. For example, the control unit sets or modifies the autonomous driving plan (predetermined driving path) to allow the HEV to travel on the CO2 recovery path 3.

[0112] exist Figure 13 In the illustrated embodiment, the control unit 300, as the aforementioned vehicle controller 17, is composed of a first ECU 301 and a second ECU 302 mounted in a hybrid electric vehicle (HEV). These first ECUs 301 and second ECUs 302 are interconnected in a manner capable of exchanging information and data. Furthermore, in this… Figure 13 In the control unit 300 shown, regarding the aforementioned Figure 4 The control unit 100 shown, or the aforementioned Figure 5 The control unit 200 shown has the same functions and control content as the control unit, and the labeling is the same. Figure 4 or Figure 5 Same reference number.

[0113] In addition, Figure 13 The diagram shows a control unit 300 composed of two vehicle controllers 17, namely ECU 301 and ECU 302. However, in embodiments of the present invention, the control unit may, for example, combine ECU 301 and ECU 302 into one unit. Alternatively, for example, the control unit may be composed of three or more vehicle controllers 17 according to each control content and control object.

[0114] The control unit 300, like the aforementioned control units 100 and 200, includes a SOC monitoring unit 101, an engine control unit 102, a data storage unit 104, and a route creation unit 105. Additionally, the control unit 300 includes an automatic driving control unit 303. Figure 13 In the illustrated embodiment, the SOC monitoring unit 101, the engine control unit 102, and the automatic driving control unit 303 are respectively installed in the first ECU 301 of the vehicle controller 17. On the other hand, the data storage unit 104 and the driving route creation unit 105 are respectively installed in the second ECU 302 of the vehicle controller 17.

[0115] The autonomous driving control unit 303 generates a travel route for the hybrid electric vehicle (HEV) (a path along the target route) based on data such as information captured by an onboard camera (external conditions), detection data from RADAR (Radio Detection and Ranging), LIDAR (Laser Imaging Detection and Ranging), and ultrasonic sensors (not shown), a target route calculated by a navigation system (not shown), and the location information of the HEV (current position). Furthermore, the autonomous driving control unit 303 generates a travel plan corresponding to the generated travel route, ensuring the HEV travels appropriately on the target route based on criteria such as safe driving, lawful driving, and efficient driving. Based on the generated travel plan, the unit automatically controls the driving of the HEV. In other words, it automatically controls the operation of the HEV to achieve autonomous driving.

[0116] Furthermore, regarding the control of a hybrid electric vehicle (HEV) to operate in autonomous driving mode based on the aforementioned driving plan, for example, Japanese Patent Application Publication No. 2016-99713 is described. As an example of an embodiment of the present invention, a hybrid electric vehicle (HEV) capable of autonomous driving is configured to apply the contents described in Japanese Patent Application Publication No. 2016-99713 and other autonomous driving-related control technologies to perform highly automated or fully automated driving, equivalent to Level 4 of the automation levels established by the NHTSA (National Highway Traffic Safety Administration) or Level 4 and Level 5 of the automation levels established by the SAE (Society of Automotive Engineers).

[0117] In the carbon dioxide recovery system of the embodiments of the present invention, the above-mentioned... Figure 13 The hybrid electric vehicle (HEV) shown is controlled and performs the above-mentioned actions respectively. Figure 6 , Figure 7 , Figure 9 , Figure 11 ,and Figure 12 The control is shown in the flowcharts above. Furthermore, in the above... Figure 13 In the embodiment shown, in the hybrid electric vehicle (HEV) that performs autonomous driving, instead of the above... Figure 8 The control shown in the flowchart executes the following... Figure 14 The control is shown in the flowchart.

[0118] Should Figure 14 The control shown in the flowchart is executed by the control unit 300, namely the first ECU 301 of the vehicle controller 17.

[0119] exist Figure 14 In the flowchart shown, in step S71, the first ECU 301 in the control unit 300 determines whether it has received information and data related to the driving route of the hybrid electric vehicle (HEV) using CO2 recovery road 3 for autonomous driving.

[0120] If the determination in step S71 is negative because no information or data related to the driving route of the hybrid electric vehicle (HEV) using CO2 recovery road 3 has been received, subsequent control will not be executed, and the process will be temporarily terminated. Figure 14 The flowchart shows the routine.

[0121] In contrast, if the information and data received in step S71 relate to the driving route of the hybrid electric vehicle (HEV) using CO2 recovery road 3 for autonomous driving are confirmed to be true, then proceed to step S72.

[0122] In step S72, the hybrid electric vehicle (HEV) is controlled to travel along the CO2 recovery road 3. For example, the autonomous driving plan (predetermined driving path) is set or changed to enable the HEV to travel along the CO2 recovery road 3.

[0123] In step S72, after controlling the hybrid electric vehicle (HEV) to travel along the CO2 recovery road 3, the process is temporarily terminated. Figure 14 The flowchart shows the routine.

[0124] Thus, in embodiments of the present invention, the carbon dioxide recovery system controls a hybrid electric vehicle (HEV) to travel towards the CO2 recovery road 3 when the HEV is operating autonomously based on a driving plan (driving a predetermined path). Specifically, when the state of charge (SOC) of the battery 14 in the HEV (autonomous vehicle) traveling within the CO2 recovery area 1 falls below the SOC threshold T0, or when it is predicted that the battery's SOC will fall below the SOC threshold T0, the system controls the HEV to travel on the CO2 recovery road 3. For example, an autonomous driving driving plan may be set, or the autonomous driving driving plan may be modified.

[0125] Therefore, according to the carbon dioxide recovery system of the present invention, for hybrid electric vehicles (HEVs) that require engine 11 to operate due to a decrease in the remaining charge (SOC) of the battery 14 during autonomous driving, the autonomous driving plan can be pre-set or modified so that the HEV operates in a manner that allows it to travel on the CO2 recovery path 3. Thus, when the HEV operates in autonomous driving mode on the CO2 recovery path 3, the engine 11 can be operated, and the carbon dioxide emitted from the engine 11 at this time can be efficiently recovered on the CO2 recovery path 3.

[0126] Furthermore, the carbon dioxide recovery system in the embodiments of the present invention includes a so-called HMI device installed in a hybrid electric vehicle (HEV). Moreover, the hybrid electric vehicle (HEV) equipped with this HMI device can be controlled. For example, in... Figure 15 The block diagram shows the control system and communication system related to the HMI device 400 installed in a hybrid electric vehicle (HEV).

[0127] The HMI device 400 comprehensively controls the hybrid electric vehicle (HEV). Specifically, in embodiments of the present invention, the HMI device 400 guides the HEV towards the CO2 recovery path 3 when the engine 11 of the HEV is operating within the CO2 recovery zone 1, as described above, or when it is predicted that the engine 11 of the HEV will operate within the CO2 recovery zone 1. Specifically, when the HEV is operating within the CO2 recovery zone 1, if the remaining charge (SOC) of the battery 14 falls below the SOC threshold T0, or if it is predicted that the remaining charge (SOC) of the battery 14 will fall below the SOC threshold T0, the HEV is guided to travel on the CO2 recovery path 3. For example, information or instructions to prompt the HEV to travel on the CO2 recovery path 3 are provided to the driver of the HEV.

[0128] exist Figure 15 In the illustrated embodiment, the HMI device 400 is, for example, composed of two separate ECUs, a first ECU 401 and a second ECU 402. These first ECUs 401 and second ECUs 402 are interconnected in a manner capable of exchanging information and data. Furthermore, in this… Figure 15 In the HMI device 400 shown, regarding the aforementioned Figure 4 The control unit 100 shown, or the aforementioned Figure 5 The control unit 200 shown has the same functions and control content as the control unit, and the labeling is the same. Figure 4 or Figure 5 Same reference number.

[0129] In addition, Figure 15 The diagram shows an HMI device 400 consisting of two control units (ECUs), ECU 1 401 and ECU 2 402. However, in embodiments of the present invention, the HMI device 400 may, for example, combine ECU 1 401 and ECU 2 402 into one unit. Alternatively, for example, the HMI device 400 may consist of three or more control units (ECUs) depending on the control content and control object.

[0130] The HMI device 400, like the aforementioned control unit 100 and control unit 200, includes a SOC monitoring unit 101, an information output unit 103, a data storage unit 104, and a route creation unit 105. Additionally, the HMI device 400 includes an information output unit 403. Figure 15In the illustrated embodiment, the SOC monitoring unit 101 and the notification information output unit 103 are respectively provided in the first ECU 401. Furthermore, the notification unit 403 is connected to the first ECU 401. On the other hand, the data storage unit 104 and the driving route creation unit 105 are respectively provided in the second ECU 402.

[0131] The notification unit 403 is, for example, a display (or monitor), touch panel, or speaker, a device or equipment that informs the driver of a hybrid electric vehicle (HEV) of predetermined information. It can also be used as the aforementioned notification device 15 for the hybrid electric vehicle (HEV). Alternatively, the notification unit 403 can also be provided as a dedicated notification device for the HMI device 400.

[0132] In the carbon dioxide recovery system of the embodiments of the present invention, it is possible to recover carbon dioxide equipped with the above-described... Figure 15 The hybrid electric vehicle (HEV) controlled by the HMI device 400 shown above performs the aforementioned actions respectively. Figure 6 , Figure 7 , Figure 8 ,and Figure 12 The control is shown in the flowcharts. That is, by... Figure 15 The HMI device 400 shown is installed in a hybrid electric vehicle (HEV) and is capable of performing the above-mentioned functions. Figure 4 or Figure 5 The hybrid electric vehicle (HEV) in the illustrated implementation has roughly the same control.

[0133] Thus, the carbon dioxide recovery system in this embodiment of the invention can also be equipped with an HMI device 400 for exchanging information and signals between the hybrid electric vehicle (HEV) and its driver. The HMI device 400 may include, for example, a notification unit 403 that displays predetermined information to the driver of the vehicle via a display (or monitor), touch panel, or speaker. For example, it may display images or videos on a monitor to allow the driver to recognize the predetermined information. Alternatively, it may play voice guidance from a speaker to allow the driver to recognize the predetermined information. Furthermore, the HMI device 400 acquires the remaining charge (SOC) of the battery 14 of the hybrid electric vehicle (HEV) and the location information of the HEV. When the HEV is traveling within the CO2 recovery zone 1, if the remaining charge (SOC) of the battery 14 falls below the SOC threshold T0, or if it is predicted that the remaining charge (SOC) of the battery 14 will fall below the SOC threshold T0, the device will inform the driver of the HEV that it should travel on the CO2 recovery road 3. Therefore, by incorporating the HMI device 400 in the carbon dioxide recovery system of the embodiments of the present invention into a hybrid electric vehicle (HEV), it is possible to guide the HEV, which requires the engine 11 to operate due to a decrease in the remaining charge of the battery 14, in advance, i.e., before the engine 11 is operated, in a manner that allows the HEV to travel on the CO2 recovery path 3. Thus, the engine 11 can be operated while the HEV is traveling on the CO2 recovery path 3, enabling efficient recovery of the carbon dioxide emitted at this time on the CO2 recovery path 3.

[0134] As described above, the carbon dioxide recovery system in this embodiment of the invention recovers carbon dioxide emitted by a hybrid electric vehicle (HEV) traveling within the CO2 recovery zone 1. A CO2 recovery path 3 equipped with a stationary CO2 recovery device 2 is provided in the CO2 recovery zone 1. When the HEV travels on the CO2 recovery path 3, carbon dioxide emitted from the engine 11 of the HEV is captured and recovered using the stationary CO2 recovery device 2. For example, if the remaining charge (SOC) of the battery 14 in the HEV traveling within the CO2 recovery zone 1 falls below the SOC threshold T0, or if it is predicted that the remaining charge (SOC) of the battery 14 will fall below the SOC threshold T0, the carbon dioxide recovery system in this embodiment of the invention informs the driver of the HEV via the notification device 15 (or the notification unit 403 of the HMI device 400) of information and instructions to travel on the CO2 recovery path 3. Thus, the HEV is guided to travel on the CO2 recovery path 3. Therefore, according to the carbon dioxide recovery system of the present invention, for hybrid electric vehicles (HEVs) where the remaining charge (SOC) of the battery 14 decreases and the engine 11 needs to be operated, the system can pre-guide the HEV to travel along the CO2 recovery path 3. Thus, the engine 11 can be operated while the HEV is traveling along the CO2 recovery path 3, and the carbon dioxide emitted from the engine 11 at this time can be efficiently recovered along the CO2 recovery path 3. Therefore, the carbon dioxide emitted from the HEV into the atmosphere can be effectively reduced, thereby contributing to the mitigation of global warming.

Claims

1. A carbon dioxide recovery system for recovering carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine and a motor, and a battery for receiving and transmitting electricity relative to the motor, the carbon dioxide recovery system recovering the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery area having a CO2 recovery road, the CO2 recovery road being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. Its features are, The hybrid vehicle has the following features: The control unit acquires at least the remaining charge level of the battery and the location information of the hybrid vehicle, and controls the operation of the engine. and The notification device informs the driver of the hybrid vehicle of the information output by the control unit. The control unit, when the hybrid vehicle is traveling within the CO2 recovery zone, guides the hybrid vehicle via the notification device to travel on the CO2 recovery route if the remaining charge level falls below a predetermined SOC threshold or if it is predicted that the remaining charge level will fall below the SOC threshold. When the hybrid vehicle is traveling on the CO2 recovery road, the engine is turned on and the motor generates electricity to charge the battery. When the remaining charge level falls below the engine start threshold, the engine is started and the motor generates electricity to charge the battery. The engine start threshold is a threshold normally set to protect the battery from over-discharge. When the hybrid vehicle is driving in the CO2 recovery area, if the hybrid vehicle moves toward the CO2 recovery road after the remaining charge level becomes below the SOC threshold or after it is predicted that the remaining charge level will become below the SOC threshold, the engine start threshold is reduced until the hybrid vehicle reaches the CO2 recovery road.

2. A carbon dioxide recovery system for recovering carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine and a motor, and a battery for receiving and transmitting electricity relative to the motor, the carbon dioxide recovery system recovering the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery area having a CO2 recovery road, the CO2 recovery road being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. Its features are, The hybrid vehicle is an autonomous vehicle capable of automatically controlling its operation. The hybrid vehicle includes control units that acquire, respectively, the remaining charge level of the battery and the location information of the hybrid vehicle, and respectively control the operation of the vehicle and the movement of the engine. The control unit controls the hybrid vehicle to travel on the CO2 recovery road when the remaining charge level falls below a predetermined SOC threshold or when it is predicted that the remaining charge level will fall below the SOC threshold, while the hybrid vehicle is traveling in the CO2 recovery area using the automated driving mode. When the hybrid vehicle is traveling on the CO2 recovery road, the engine is turned on and the motor generates electricity to charge the battery. When the remaining charge level falls below the engine start threshold, the engine is started and the motor generates electricity to charge the battery. The engine start threshold is a threshold normally set to protect the battery from over-discharge. When the hybrid vehicle is traveling in the CO2 recovery area, if the hybrid vehicle is traveling toward the CO2 recovery road after the remaining charge level falls below the SOC threshold or after it is predicted that the remaining charge level will fall below the SOC threshold, the engine start threshold is temporarily reduced until the hybrid vehicle reaches the CO2 recovery road.

3. A carbon dioxide recovery system for recovering carbon dioxide emitted from the engine of a hybrid vehicle comprising multiple power sources including an engine and a motor, and a battery for receiving and transmitting electricity relative to the motor, the carbon dioxide recovery system recovering the carbon dioxide from the hybrid vehicle traveling in a CO2 recovery area having a CO2 recovery road, the CO2 recovery road being equipped with a stationary CO2 recovery device for capturing and recovering carbon dioxide from the atmosphere. Its features are, The hybrid vehicle is equipped with an HMI device that exchanges information and signals between the hybrid vehicle and its driver, and has a notification unit that informs the driver of predetermined information. The HMI device at least obtains the remaining charge level of the battery and the location information of the hybrid vehicle, and, When the hybrid vehicle is traveling within the CO2 recovery zone, if the remaining charge level falls below a predetermined SOC threshold, or if it is predicted that the remaining charge level will fall below the SOC threshold, the driver will be informed of information guiding the hybrid vehicle to travel within the CO2 recovery zone. When the hybrid vehicle is traveling on the CO2 recovery road, the engine is turned on and the motor generates electricity to charge the battery. When the remaining charge level falls below the engine start threshold, the engine is started and the motor generates electricity to charge the battery. The engine start threshold is a threshold normally set to protect the battery from over-discharge. When the hybrid vehicle is driving in the CO2 recovery area, if the hybrid vehicle moves toward the CO2 recovery road after the remaining charge level becomes below the SOC threshold or after it is predicted that the remaining charge level will become below the SOC threshold, the engine start threshold is reduced until the hybrid vehicle reaches the CO2 recovery road.

Images