Vehicle

Abstract

The present disclosure relates to a vehicle. A vehicle includes a battery, an MG, and an ECU. The battery stores electric power as an energy source of the vehicle. The MG generates a driving force of the vehicle by consuming electric power. The ECU controls the MG. The power of the battery includes green power and non-green power classified according to the emission intensity of the greenhouse effect gas, respectively. The emission intensity of green power is lower than the emission intensity of non-green power. The ECU controls the MG so as to limit the driving force in a case where the amount of green power is small in the power of the battery compared to the driving force in a case where the amount of green power is large in the power of the battery.

Description

Technical Field

[0001] The present disclosure relates to a vehicle. Background Art

[0002] Japanese Patent Laid-Open No. 2022-141045 discloses a power management system. The power management system includes a vehicle and a server. The vehicle includes a battery. The server manages the amount of power stored in the battery in a corresponding relationship with the CO2 emission intensity. The server quantitatively evaluates to what extent the amount of green power is included in the amount of power stored in the battery, and to what extent the amount of non-green power is included. Summary of the invention

[0003] From the viewpoint of reducing greenhouse gases such as carbon dioxide, there is a demand for a technology for effectively encouraging users to use environmentally friendly green energy as an energy source for vehicles.

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to provide a vehicle that can effectively encourage users to use environmentally friendly energy.

[0005] The vehicle disclosed in the present invention comprises an energy storage device, a drive device and a control device. The energy storage device stores energy of the vehicle. The drive device generates a driving force of the vehicle by consuming energy. The control device controls the drive device. The energy includes a first energy and a second energy, and the first energy and the second energy are each classified according to the emission intensity of greenhouse gases. The emission intensity of the first energy is smaller than the emission intensity of the second energy. The control device controls the drive device in a manner that limits the driving force when the amount of the first energy in the energy is small compared to the driving force when the amount of the first energy in the energy is large.

[0006] According to the present disclosure, it is possible to effectively encourage a user of a vehicle to utilize an environmentally friendly energy source as an energy source for the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0008] Figure 1A is a diagram for explaining an electric power system including a vehicle according to Embodiment 1;

[0009] Figure 1B is a diagram for explaining an electric power system including a vehicle according to Embodiment 1;

[0010] Figure 2 is a diagram for explaining the details of the total storage capacity of the battery;

[0011] Figure 3 is a diagram for explaining a map for motor drive control in the first embodiment;

[0012] Figure 4 is a flowchart illustrating a process executed by an electronic control unit (ECU) in the first embodiment;

[0013] Figure 5A is a diagram for explaining a vehicle according to Embodiment 2;

[0014] Figure 5B is a diagram for explaining a vehicle according to Embodiment 2; and

[0015] Figure 6 This is a flowchart illustrating the processing executed by the ECU in the second embodiment. DETAILED DESCRIPTION

[0016] Hereinafter, the embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The same reference numerals are given to the same or corresponding parts in the drawings, and their description will not be repeated. The embodiments and their modifications may also be appropriately combined with each other.

[0017] [Implementation Method 1]

[0018] Figure 1A , Figure 1B 1 is a diagram for explaining an electric power system including a vehicle according to Embodiment 1. The vehicle is a battery electric vehicle (BEV), that is, the energy source of the vehicle is electric power.

[0019] Reference Figure 1A In this example, external charging of the vehicle 1 is performed. External charging is to charge the battery 105 of the vehicle 1 using the power supplied from the charging device 2 to the vehicle 1. The charging device 2 is provided outside the vehicle 1. The charging device 2 receives the power generated by the power generation device 4 via the transmission line 5 and supplies the power supply to the vehicle 1.

[0020] The power generation equipment 4 includes a solar power generation equipment 42 and a thermal power generation equipment 44. The power generated by the power generation equipment 4 is classified as green power or power different from green power (hereinafter also referred to as "non-green power".). Green power is equivalent to power derived from renewable energy, and in this example, it is equivalent to the power generated by the solar power generation equipment 42. Green power is sometimes also called "clean power". Non-green power is equivalent to power that is not derived from renewable energy, and in this example, it is equivalent to the power generated by the thermal power generation equipment 44.

[0021] Reference Figure 1BThe vehicle 1 includes a battery 105, a sensor unit 107, a power control unit (PCU) 108, a motor generator (MG) 110, an accelerator pedal 115, an opening sensor 117, and an access port 120. The vehicle 1 also includes a car navigation device 145, an instrument panel 150, a display lamp 155, a storage device 165, and an ECU 190.

[0022] The battery 105 is an example of a power storage device for traveling, and stores electric power as an energy source for the vehicle 1. The battery 105 is equivalent to an example of an "energy storage device" of the present disclosure. The electric power stored in the battery 105 includes at least one of green power and non-green power. The storage capacity of the battery 105 is also expressed as a "total storage capacity". The storage capacity consisting of green power in the total storage capacity is also expressed as a "first storage capacity", and the storage capacity consisting of non-green power is also expressed as a "second storage capacity". The sum of the first storage capacity and the second storage capacity is equivalent to the total storage capacity. The ratio of the first storage capacity to the total storage capacity is also expressed as a "green power ratio".

[0023] Sensor unit 107 measures the voltage and current of battery 105. The measured current values ​​are positive and negative when battery 105 is charged and discharged, respectively. PCU 108 receives the discharged power of battery 105 as input power, converts it into AC power, and supplies the AC power to MG 110 as output power.

[0024] MG 110 generates driving force for vehicle 1 by consuming power from battery 105 (specifically, receiving AC power from PCU 108). The smaller the driving force, the less power is consumed by battery 105. The driving force is equivalent to the power of MG 110 determined based on the torque and rotation speed of MG 110. MG 110 is equivalent to an example of a "drive device" of the present disclosure. MG 110 is also capable of regenerating power when the vehicle 1 is braked or when the acceleration on a downhill slope is reduced. When MG 110 regenerates power, the generated power (regenerative power) is supplied to battery 105 via PCU 108 to charge battery 105.

[0025] The accelerator pedal 115 is operated by the user of the vehicle 1. That is, the opening degree of the accelerator pedal 115 is adjusted according to the user operation. The opening degree sensor 117 measures the opening degree of the accelerator pedal 115. The measured value of the opening degree sensor 117 is also expressed as "actual accelerator opening degree".

[0026] When a charging gun 22 (described later) of the charging facility 2 is inserted and the vehicle 1 is connected to the charging facility 2, the inlet 120 can receive the power supplied from the charging facility 2. The power received by the inlet 120 is supplied to the battery 105.

[0027] The car navigation device 145 displays a screen for car navigation on its display. The instrument panel 150 displays various status values ​​of the vehicle 1, such as the measured values ​​of various instruments of the vehicle 1. The status values ​​include the charge state (SOC, State Of Charge) of the battery 105 and the value indicating the speed of the vehicle 1. The display light 155 is provided outside the vehicle cabin of the vehicle 1 and is configured to be able to switch between multiple light colors. The car navigation device 145, the instrument panel 150, and the display light 155 are each equivalent to an example of the "notification device" of the present disclosure.

[0028] The storage device 165 stores various data and maps. The data includes power storage management data for managing the power storage of the battery 105. The data includes information indicating the total power storage, information indicating the first power storage, information indicating the second power storage, and information indicating the green power ratio. The above-mentioned map is used to control the driving force of the vehicle 1. A specific example of the map will be described in detail later.

[0029] ECU 190 controls various devices of vehicle 1 according to the map stored in storage device 165 and the measured values ​​of various sensors such as sensor unit 107 and opening sensor 117. The devices include MG 110 (PCU 108), car navigation device 145, instrument panel 150, and display lamp 155. ECU 190 drives and controls MG 110 using PCU 108. Driving and controlling MG 110 is also expressed as "executing motor drive control".

[0030] ECU 190 sets the control accelerator opening (described later) based on the actual accelerator opening. ECU 190 controls the driving force of vehicle 1 based on the setting result and the vehicle speed. ECU 190 calculates the SOC based on the measurement value of sensor unit 107, thereby determining the total power storage amount, and sequentially stores the determination results in storage device 165.

[0031] While the vehicle 1 is connected to the charging device 2, the ECU 190 is configured to communicate with the charging device 2 through, for example, a Controller Area Network (CAN) communication. During external charging, the ECU 190 receives information indicating the amount of supplied power and whether the supplied power is classified as green power or non-green power from the charging device 2. Thus, the ECU 190 updates the power storage management data.

[0032] The charging device 2 includes a charging gun 22, a storage device 25, a power supply device 26, and a communication device 27. The charging gun 22 can be inserted into the access port 120 by a user. The storage device 25 stores information indicating whether the supplied power is classified as green power or non-green power. The power supply device 26 is configured to convert the power supplied from the transmission line 5 and supply the supplied power to the vehicle 1. The communication device 27 is configured to communicate with the vehicle 1 through CAN communication while the charging gun 22 is inserted into the access port 120.

[0033] As an evaluation value for evaluating the emission of greenhouse gases, the emission intensity of greenhouse gases (hereinafter referred to as "emission intensity") is known. In Embodiment 1, emission intensity is determined for green power and non-green power, respectively. The emission intensity of green power or non-green power represents the emission of greenhouse gases in a predetermined series of processes per unit of electricity. For example, with respect to green power, the series of processes includes the manufacture, operation, and management of solar power generation equipment 42. With respect to non-green power, the above series of processes includes the operation and management of thermal power generation equipment 44.

[0034] Green power and non-green power are classified according to emission intensity. In this example, the emission intensity of green power is less than the predetermined first benchmark, and the emission intensity of non-green power is greater than the first benchmark. In this way, the emission intensity of green power is smaller than that of non-green power. The smaller the emission intensity, the more environmentally friendly the power is.

[0035] Figure 2 1 is a diagram for explaining the details of the total storage amount of the battery 105. The details refer to the ratio of the first storage amount (green power) to the second storage amount (non-green power) in the total storage amount. Figure 2 In case A1, the total storage capacity QE is composed of only the second storage capacity e2, so the green power ratio is 0%. In case B2, the total storage capacity QE is composed of the first storage capacity e1 and the second storage capacity e2, and the green power ratio is (e1 / QE)%. In the first embodiment, the green power ratio is used as an example of an indicator value indicating the amount of the first storage capacity e1 in the total storage capacity QE.

[0036] In case A2, while the vehicle 1 is running, the ECU 190 sequentially rewrites the power storage management data as data for consuming the total power storage QE while maintaining the green power ratio. The ECU 190 determines the power consumption of the battery 105 (the consumption of the total power storage QE) based on the measurement value of the sensor unit 107, and executes the above-mentioned rewriting process according to the determination result.

[0037] The power generated during regeneration of MG 110 is incorporated into the first storage amount e1 or the second storage amount e2 according to the amount of generated power and the green power ratio (in one example, a value obtained by multiplying the generated power by the green power ratio is incorporated into the first storage amount e1).

[0038] In order to promote the use of environmentally friendly green power from the viewpoint of reducing greenhouse gases, a technology for effectively motivating users to increase the green power ratio is desired.

[0039] The vehicle 1 according to the first embodiment has a configuration for motivating the user as described above. Specifically, the ECU 190 of the vehicle 1 controls the MG 110 so as to limit the driving force of the vehicle 1 when the first storage amount e1 in the total storage amount QE is small compared to the driving force when the first storage amount e1 in the total storage amount QE is large. More specifically, the ECU 190 controls the MG 110 so as to limit the driving force when the index value (in this example, the green power ratio) indicating the amount of the first storage amount e1 in the total storage amount QE is low compared to the driving force when the index value is high.

[0040] By adopting such a configuration, when the first storage amount e1 in the total storage amount QE is small (for example, when the green power ratio is low), the driving force of the vehicle 1 is limited compared to when the first storage amount e1 in the total storage amount QE is large (for example, when the green power ratio is high). Thus, in order to remove the limitation of the driving force and improve the comfort, the user can be encouraged to store more green power in the battery 105 (increase the green power ratio). As a result, the user can be effectively encouraged to use (charge) green power.

[0041] Furthermore, according to the above configuration, the driving force is limited when the first storage amount e1 in the total storage amount QE is small, so the power consumption of the battery 105 is reduced. As a result, it is possible to avoid a situation where a large amount of power is consumed in the vehicle 1 while a user with low environmental awareness (a user who uses the vehicle 1 in a state where the green power ratio is low) uses the vehicle 1. A specific method for limiting the driving force of the vehicle 1 as described above is described below.

[0042] Figure 3 1 is a diagram for explaining a map used for motor drive control in the first embodiment. Figure 3 , and the map is stored in the storage device 165. The horizontal axis represents the actual accelerator opening, and the vertical axis represents the control accelerator opening. The control accelerator opening is used to control the driving force of the vehicle 1 and is set based on the actual accelerator opening. The larger the control accelerator opening, the greater the driving force of the vehicle 1.

[0043] Maps 605, 610, and 615 correspond to characteristic lines stored in the storage device 165. Each map indicates the relationship between the actual accelerator opening and the control accelerator opening (the magnitude of the driving force).

[0044] For example, mapping 605 represents the relationship between the actual accelerator opening and the control accelerator opening when the green power ratio is greater than the first threshold value (e.g., 90%). The first threshold value is equivalent to an example of a "threshold value" in the present disclosure. Mapping 610 represents the relationship between the actual accelerator opening and the control accelerator opening when the green power ratio is less than the first threshold value and greater than the second threshold value (e.g., 50%). Mapping 615 represents the relationship between the actual accelerator opening and the control accelerator opening when the green power ratio is less than the second threshold value.

[0045] When the green power ratio is greater than the first threshold, ECU 190 performs normal control as motor drive control. Normal control is equivalent to controlling MG 110 according to map 605 and the actual accelerator opening (specifically, according to the control accelerator opening (e.g., ya1 corresponding to xa) determined based on map 605 and the actual accelerator opening). During normal control, the control accelerator opening is set to be equal to the actual accelerator opening. Normal control is an example of "first control" of the present disclosure. When the first threshold is 100%, normal control is performed only when the green power ratio is 100%.

[0046] When the green power ratio is less than the first threshold value and greater than the second threshold value, the ECU 190 performs the first limiting control as the motor drive control. The first limiting control is equivalent to controlling the MG 110 according to the map 610 and the actual accelerator opening (specifically, according to the control accelerator opening (e.g., ya2 corresponding to xa) determined based on the map 610 and the actual accelerator opening). During the first limiting control, the control accelerator opening is set to be smaller than the actual accelerator opening, so that the driving force of the vehicle 1 is limited compared to the normal control. As a result, the power consumption of the battery 105 is reduced.

[0047] When the green power ratio is less than the second threshold value, ECU 190 performs the second limiting control as the motor drive control. The second limiting control is equivalent to controlling MG 110 according to mapping 615 and the actual accelerator opening (in detail, according to the control accelerator opening (for example, ya3 corresponding to xa) determined based on mapping 615 and the actual accelerator opening). During the second limiting control, the control accelerator opening is set to be smaller than that during the first limiting control, so the driving force of the vehicle 1 is further limited. As a result, the power consumption of the battery 105 is further reduced. The first limiting control and the second limiting control are also collectively represented as "drive limiting control". Drive limiting control is an example of the "second control" of the present disclosure.

[0048] With respect to the same actual accelerator opening, the control accelerator opening (the magnitude of the driving force) of each of the maps 610 and 615 is smaller than the control accelerator opening (the magnitude of the driving force) of the map 605, and the control accelerator opening of the map 615 is smaller than the control accelerator opening of the map 610 (for example, ya3<ya2<ya1). This is related to limiting the driving force when the green power ratio is less than the first threshold, and further limiting the driving force when the ratio is less than the second threshold. In other words, when the above ratio is less than the first threshold, the power consumption of the battery 105 is reduced, and when the ratio is less than the second threshold, the power consumption is further reduced.

[0049] The ECU 190 may also control at least one of the car navigation device 145, the instrument panel 150, or the display light 155 in a manner to notify the user of the fact that the drive limit control is being executed during the execution of the drive limit control. For example, the ECU 190 displays a screen on the display of the car navigation device 145 or the instrument panel 150 to notify the user that the drive limit control is being executed. The ECU 190 may also change the color of the illumination of the instrument panel 150 during the execution of the drive limit control compared to the execution of the normal control. In one example, the ECU 190 controls the illumination of the instrument panel 150 to green during the execution of the normal control, and controls the illumination to blue and gray during the execution of the first limit control and the second limit control, respectively. The ECU 190 may also change the lighting color of the display light 155 during the execution of the drive limit control compared to the execution of the normal control. In one example, ECU 190 lights up indicator lamp 155 in green during execution of normal control, and lights up indicator lamp 155 in blue and gray during execution of first limit control and second limit control, respectively.

[0050] By controlling the display lamp 155 and the like as described above, the user is informed of the fact during the execution of the drive limit control. As a result, the user can reliably recognize that the drive force is limited. This can more effectively encourage the user to use more green power (stored in the battery 105).

[0051] Figure 4 1 is a flowchart illustrating a process executed by ECU 190 in Embodiment 1. This flowchart is executed when accelerator pedal 115 is operated.

[0052] Reference Figure 4 ECU 190 determines whether the green power ratio is equal to or greater than a second threshold value (S110). In this example, the second threshold value is 50%.

[0053] When the green power ratio is 50% or more (YES in S110), ECU 190 determines whether the green power ratio is equal to or greater than a first threshold value (S115). In this example, the first threshold value is 100%, and ECU 190 determines whether the green power ratio is 100%.

[0054] When the green power ratio is 100% (YES in S115), ECU 190 performs normal control and displays this fact on instrument panel 150 (S120). ECU 190 may also light up indicator lamp 155 in green.

[0055] When the green power ratio is less than 100% and equal to or greater than 50% (NO in S115), ECU 190 executes the first limit control and displays the result on instrument panel 150 (S125). ECU 190 may also light up display lamp 155 in blue.

[0056] When the green power ratio is less than 50% (NO in S110), ECU 190 executes the second limit control and displays the second limit control to the instrument panel 150 (S130). ECU 190 may also light up the indicator lamp 155 in gray. After S120, S125, and S130, the process returns to the return state.

[0057] As described above, according to the first embodiment, when the green power ratio is low, the driving force of the vehicle 1 is limited. This can encourage the user to increase the green power ratio in order to improve the comfort by removing the limitation of the driving force. As a result, the user can be effectively urged to use green power.

[0058] [Implementation Method 2]

[0059] Figure 5A , Figure 5BFIG. 2 is a diagram for explaining a vehicle according to Embodiment 2. Figure 5A The vehicle 1A is different from the vehicle 1 (BEV) of the first embodiment in that it is an engine vehicle. The fuel supply device 2A is different from the charging device 2 of the first embodiment in that the fuel stored in the underground tank 29 installed underground is supplied to the vehicle 1A. The fuel in the underground tank 29 is classified into either green fuel or non-green fuel (both will be described later).

[0060] Vehicle 1A is different from vehicle 1 in that it includes fuel inlet 125, tank 130, concentration sensor 135, remaining amount sensor 136, and engine 140 instead of battery 105, PCU 108, MG 110, and inlet 120. Vehicle 1A is basically the same as vehicle 1 in other respects, and therefore detailed description thereof will not be repeated.

[0061] When a refueling nozzle 24 (described later) of a refueling device 2A is inserted into the refueling port 125 and the vehicle 1A is connected to the refueling device 2A, the refueling port 125 receives the fuel supplied from the refueling device 2A.

[0062] The tank 130 stores the fuel supplied from the refueling facility 2A via the refueling port 125. The fuel in the tank 130 is used as an energy source for the vehicle 1A. The tank 130 corresponds to an example of the "energy storage device" of the present disclosure.

[0063] The fuel in the tank 130 contains at least one of green fuel and fuel different from green fuel (hereinafter also referred to as "non-green fuel"). Green fuel corresponds to fuel derived from renewable resources, and in this example, it is biomass fuel. Non-green fuel corresponds to fuel that is not derived from renewable resources, and in this example, it is fossil fuel such as gasoline. When the fuel in the tank 130 contains both green fuel and non-green fuel, it is a mixed fuel in which these fuels are mixed.

[0064] The amount of fuel (remaining amount) in the tank 130 is also represented as a "total fuel amount". The amount of green fuel in the total fuel amount is also represented as a "first fuel amount", and the amount of non-green fuel is also represented as a "second fuel amount". The total of the first fuel amount and the second fuel amount is equivalent to the total fuel amount. The ratio of the first fuel amount to the total fuel amount is also represented as a "green fuel ratio".

[0065] The concentration sensor 135 measures the alcohol concentration of the fuel in the tank 130. The more green fuel (biomass fuel) there is in the tank 130, that is, the higher the green fuel ratio is, the higher the alcohol concentration is. The remaining amount sensor 136 measures the remaining amount of fuel (total fuel amount) in the tank 130. The engine 140 generates the driving force of the vehicle 1A by consuming the fuel in the tank 130. The smaller the driving force, the less fuel is consumed in the tank 130. The driving force is equivalent to the power of the engine 140 determined based on the torque and rotation speed of the engine 140. The engine 140 is equivalent to an example of the "drive device" of the present disclosure, and is controlled by the ECU 190.

[0066] The storage device 165 includes fuel amount management data for managing the amount of fuel in the tank 130. The data also includes information indicating the total fuel amount, information indicating the first fuel amount, information indicating the second fuel amount, and information indicating the green fuel ratio.

[0067] ECU 190 controls various devices of vehicle 1A according to the map stored in storage device 165 and the measured values ​​of various sensors such as opening sensor 117 and concentration sensor 135. The devices include engine 140, car navigation device 145, instrument panel 150 and indicator lamp 155. Driving and controlling engine 140 is also expressed as "executing engine drive control". ECU 190 executes engine drive control according to the control accelerator opening and the vehicle speed of vehicle 1A.

[0068] During the period when the vehicle 1A is connected to the fuel supply device 2A, the ECU 190 is configured to communicate with the fuel supply device 2A, for example, via CAN communication. When the fuel supply device 2A supplies fuel to the vehicle 1A, the ECU 190 receives information indicating the amount of fuel supplied and whether the fuel is classified as green fuel or non-green fuel from the fuel supply device 2A. Thus, the ECU 190 updates the fuel amount management data. The ECU 190 may also use a map and calculate (estimate) the green fuel ratio according to the measured value of the concentration sensor 135, thereby updating the fuel amount management data. The map is determined by a prior evaluation test, etc. as the relationship between the measured value of the concentration sensor 135 and the green fuel ratio, and is stored in the storage device 165.

[0069] The refueling device 2A is different from the charging device 2 ( Figure 1B ) is different. The fuel supply gun 24 can be inserted into the fuel supply port 125 by the user. The storage device 25A stores information indicating whether the fuel in the underground tank 29 is classified as green fuel or non-green fuel. The fuel supply pump 28 is configured to supply the fuel in the underground tank 29 to the vehicle 1A while the fuel supply gun 24 is inserted into the fuel supply port 125.

[0070] In Embodiment 2, emission intensity is determined for green fuel and non-green fuel respectively. The emission intensity of green fuel or non-green fuel is equivalent to the emission of greenhouse gas per unit amount in a predetermined series of processes. For example, for each of green fuel and non-green fuel, the series of processes includes the operation and management of the manufacturing equipment of the fuel.

[0071] Green fuel and non-green fuel are classified according to emission intensity. For example, the emission intensity of green fuel is less than the predetermined second reference amount, and the emission intensity of non-green fuel is greater than the predetermined second reference amount. In this way, the emission intensity of green fuel is smaller than that of non-green fuel. The fuel with a smaller emission intensity is more environmentally friendly.

[0072] Reference Figure 5B The details of the total fuel in the tank 130 are described. The details refer to the ratio of the first fuel amount (green fuel) to the second fuel amount (non-green fuel) in the total fuel amount. In case B1, the total fuel amount QF is composed of only the second fuel amount f2, so the green fuel ratio is 0%. In case B2, the total fuel amount QF is composed of the first fuel amount f1 and the second fuel amount f2, and the green fuel ratio is (f1 / QF)%. In embodiment 2, the green fuel ratio is used as an example of an indicator value indicating how much the first fuel amount f1 is in the total fuel amount QF.

[0073] From the viewpoint of reducing greenhouse gases, a technology for effectively motivating users to increase the green fuel ratio in order to promote the use of green fuel is also desired.

[0074] The vehicle 1A of the second embodiment has a structure for motivating the user as described above. Specifically, the ECU 190 of the vehicle 1A controls the engine 140 so as to limit the driving force of the vehicle 1 when the first fuel amount f1 in the total fuel amount QF is small, compared to the driving force when the first fuel amount f1 in the total fuel amount QF is large. More specifically, the ECU 190 controls the engine 140 so as to limit the driving force when the index value (in this example, the green fuel ratio) indicating the amount of the first fuel amount f1 in the total fuel amount QF is low, compared to the driving force when the index value is high.

[0075] By adopting such a configuration, when the first fuel amount f1 in the total fuel amount QF is small (for example, when the green fuel ratio is low), the driving force of the vehicle 1 is limited compared to when the first fuel amount f1 in the total fuel amount QF is large (for example, when the green fuel ratio is high). As a result, the user can be encouraged to store more green fuel in the tank 130 (increase the green fuel ratio) in order to improve the comfort by removing the limitation of the driving force. As a result, the user can be effectively encouraged to use green fuel (refueling).

[0076] Furthermore, according to the above configuration, when the first fuel amount f1 in the total fuel amount QF is small, the driving force is limited, so that the fuel consumption in the tank 130 is reduced. As a result, it is possible to avoid a situation where a large amount of fuel is consumed in the vehicle 1A while the vehicle 1A is used by a user with low environmental awareness (a user who uses the vehicle 1A with a low green fuel ratio).

[0077] The ECU 190 controls the engine 140 using the map to limit the driving force of the vehicle 1 in the same manner as in the first embodiment. This point will be described below.

[0078] Refer again Figure 3 In the second embodiment, the map 605 shows the relationship between the actual accelerator opening and the control accelerator opening (the magnitude of the driving force) when the green fuel ratio is greater than the first threshold value (e.g., 90%). The map 610 shows the relationship between the actual accelerator opening and the control accelerator opening when the green fuel ratio is less than the first threshold value and greater than the second threshold value (e.g., 50%). The map 615 shows the relationship between the actual accelerator opening and the control accelerator opening when the green fuel ratio is less than the second threshold value.

[0079] When the green fuel ratio is above the first threshold, ECU 190 performs normal control as engine drive control. This normal control is equivalent to controlling the engine 140 according to the map 605 and the actual accelerator opening, and is an example of the "first control" of the present disclosure. When the green fuel ratio is less than the first threshold and is above the second threshold, ECU 190 performs the first restriction control as engine drive control. The first restriction control is equivalent to controlling the engine 140 according to the map 610 and the actual accelerator opening. When the green fuel ratio is less than the second threshold, ECU 190 performs the second restriction control as engine drive control. The second restriction control is equivalent to controlling the engine 140 according to the map 615 and the actual accelerator opening. Each restriction control (drive restriction control) of the above-mentioned first restriction control and second restriction control is an example of the "second control" of the present disclosure.

[0080] When the green fuel ratio is less than the first threshold value, that is, during the execution of the driving restriction control, the ECU 190 may control at least one of the car navigation device 145, the instrument panel 150, or the display lamp 155 so as to notify the user of this fact. Since these control methods are the same as those described in the first embodiment, detailed descriptions thereof will not be repeated, but by controlling the display lamp 155 and the like as described above, it is possible to more effectively encourage the user to use more green fuel (stored in the tank 130).

[0081] Figure 6 2 is a flowchart illustrating the processing executed by ECU 190 in the second embodiment. Figure 6 This flowchart is different from the flowchart of Embodiment 1 in that S210 and S215 are executed instead of S110 and S115. Figure 4 ) are different. S220, S225, and S230 are the same as S120, S125, and S130, respectively, so the detailed description is not repeated.

[0082] Reference Figure 6 ECU 190 determines whether the green fuel ratio is equal to or greater than a second threshold value (S210). In this example, the second threshold value is 50%.

[0083] When the green fuel ratio is 50% or more (YES in S210), ECU 190 determines whether the green fuel ratio is equal to or greater than a first threshold value (S215). In this example, the first threshold value is 100%, and ECU 190 determines whether the green fuel ratio is 100%.

[0084] When the green fuel ratio is 100% (YES in S215), the process proceeds to S220. When the green fuel ratio is less than 100% and equal to or greater than 50% (NO in S215), the process proceeds to S225. When the green fuel ratio is less than 50% (NO in S210), the process proceeds to S230.

[0085] As described above, according to the second embodiment, when the green fuel ratio is low, the driving force of the vehicle 1 is limited. This can encourage the user to increase the green fuel ratio in order to improve the comfort by removing the limitation of the driving force. As a result, the user can be effectively encouraged to use green fuel.

[0086] [Variations of Embodiments 1 and 2]

[0087] In the first and second embodiments, ECU 190 limits the driving force in stages based on the magnitude relationship between the index value and the first threshold (or the second threshold), but the driving force may be continuously limited according to the index value (specifically, the driving force is reduced as the index value decreases).

[0088] In the first embodiment, the green power ratio is used as an indicator value indicating the amount of the first storage amount e1 in the total storage amount QE, but the present invention is not limited thereto, and for example, the difference (e1-e2) between the first storage amount e1 and the second storage amount e2 may be used. Similarly, in the second embodiment, the green fuel ratio is used as an indicator value indicating the amount of the first fuel amount f1 in the total fuel amount QF, but the present invention is not limited thereto, and for example, the difference (f1-f2) between the first fuel amount f1 and the second fuel amount f2 may be used.

[0089] The vehicle 1 ( 1A) may be replaced by a vehicle that runs using at least one of electricity and fuel as an energy source, such as a plug-in hybrid electric vehicle (PHV).

[0090] Green power may be generated by other natural power generation methods such as wind power generation, hydropower generation, etc., instead of solar power generation. Similarly, green fuel may be decarbonized fuel such as e-fuel (registered trademark) instead of biomass fuel.

[0091] The embodiments disclosed this time should be considered as illustrative in all aspects and not restrictive. The scope of the present invention is indicated by the claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle, wherein: The vehicle has: Energy storage device, storing energy of the vehicle; a driving device that generates driving force for the vehicle by consuming the energy; and a control device for controlling the driving device, The energy includes a first energy and a second energy, and the first energy and the second energy are each classified according to the emission intensity of greenhouse gases. The emission intensity of the first energy source is smaller than the emission intensity of the second energy source, The control device controls the drive device so as to limit the drive force when the amount of the first energy in the energy source is small compared to the drive force when the amount of the first energy in the energy source is large.

2. The vehicle according to claim 1, wherein: The energy storage device includes a power storage device for storing electric power as the energy source, The driving device includes a motor that generates the driving force by consuming the electric power.

3. The vehicle according to claim 1, wherein: The energy storage device includes a fuel tank storing fuel as the energy source, The driving device includes an engine that generates the driving force by consuming the fuel.

4. The vehicle according to any one of claims 1 to 3, wherein: Also available: an accelerator pedal, which adjusts its opening according to user operation; and a storage device storing the first characteristic and the second characteristic, The first characteristic represents a relationship between the magnitude of the driving force and the opening degree when an index value representing the amount of the first energy in the energy is equal to or greater than a threshold value, The second characteristic represents the relationship between the magnitude of the driving force and the opening degree when the index value is smaller than the threshold value, For the same opening degree, the driving force of the second characteristic is smaller than the driving force of the first characteristic, When the index value is equal to or greater than the threshold value, the control device performs a first control for controlling the drive device according to the first characteristic and the opening degree, When the index value is smaller than the threshold value, the control device performs a second control of controlling the drive device according to the second characteristic and the opening degree.

5. The vehicle according to claim 4, wherein: The device further includes a notification device for notifying a user of the vehicle of the fact that the second control is being executed.

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