vehicle

Abstract

To effectively urge a user of a vehicle to use an environment-friendly energy source.SOLUTION: A vehicle 1 includes: a battery 105; a MG 110; and an ECU 190. The battery 105 stores power as an energy source of the vehicle 1. The MG 110 generates driving force of the vehicle 1 by consuming power. The ECU 190 controls the MG 110. Power of the battery 105 includes green power and non-green power each of which is classified according to a discharge basic unit of greenhouse gas. The discharge basic unit of green power is smaller than that of non-green power. The ECU 190 controls the MG 110 so as to limit more driving force when the green power in the power of the battery 105 is a small amount than driving force when the green power in the power of the battery 105 is a large amount.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] JP 2022-141045 A (Patent Document 1) discloses a power management system. This 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 by associating it with a CO2 emission intensity. The server quantitatively evaluates the amount of power stored in the battery to what extent it is green power and to what extent it is not green power. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-141045 Summary of the Invention [Problem to be solved by the invention]

[0004] From the viewpoint of reducing greenhouse gases such as carbon dioxide, there is a demand for technology that effectively encourages users to use environmentally friendly green energy as an energy source for vehicles.

[0005] The present disclosure has been made to solve the above problems, and has an object to provide a vehicle that can effectively encourage users to use environmentally friendly energy sources. [Means for solving the problem]

[0006] The vehicle of the present disclosure includes an energy source storage device, a drive device, and a control device. The energy source storage device stores an energy source of the vehicle. The drive device generates a drive force of the vehicle by consuming the energy source. The control device controls the drive device. The energy sources include a first energy source and a second energy source, each of which is classified according to an 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 source in the energy source is small compared to the drive force when the amount of the first energy source in the energy source is large. Effect of the Invention

[0007] According to the present disclosure, vehicle users can be effectively encouraged to utilize environmentally friendly energy sources as the energy source for their vehicles. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating a power system including a vehicle according to a first embodiment. [Diagram 2] FIG. 4 is a diagram for explaining a breakdown of the total amount of stored electricity in a battery. [Diagram 3] FIG. 4 is a diagram for explaining a map used for motor drive control in the first embodiment. [Figure 4] 3 is a flowchart illustrating a process executed by an ECU (Electronic Control Unit) in the first embodiment. [Diagram 5] FIG. 11 is a diagram for explaining a vehicle according to a second embodiment. [Figure 6] 10 is a flowchart illustrating a process executed by an ECU in the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated. Each of the embodiments and their modified examples may be appropriately combined with each other.

[0010] [Embodiment 1] 1 is a diagram illustrating a power system including a vehicle according to a first embodiment. This vehicle is a BEV (Battery Electric Vehicle), that is, the energy source of this vehicle is electric power.

[0011] 1(A), in this example, external charging of vehicle 1 is being performed. External charging refers to charging battery 105 of vehicle 1 using power supplied from charging facility 2 to vehicle 1. Charging facility 2 is provided outside vehicle 1. Charging facility 2 receives power generated by power generation facility 4 via power transmission line 5, and supplies the power to vehicle 1.

[0012] The power generation facility 4 includes a solar power generation facility 42 and a thermal power generation facility 44. The electricity generated by the power generation facility 4 is classified as either green electricity or electricity other than green electricity (hereinafter also referred to as "non-green electricity"). Green electricity corresponds to electricity derived from renewable energy, and in this example corresponds to the electricity generated by the solar power generation facility 42. Green electricity is sometimes also referred to as "clean electricity." Non-green electricity corresponds to electricity not derived from renewable energy, and in this example corresponds to the electricity generated by the thermal power generation facility 44.

[0013] 1(B), vehicle 1 includes battery 105, sensor unit 107, PCU (Power Control Unit) 108, MG (Motor Generator) 110, accelerator pedal 115, opening sensor 117, and inlet 120. Vehicle 1 further includes car navigation device 145, instrument panel 150, indicator lamps 155, storage device 165, and ECU 190.

[0014] Battery 105 is an example of a power storage device for driving, and stores power as an energy source for vehicle 1. Battery 105 corresponds to an example of an "energy source storage device" in the present disclosure. The power stored in battery 105 includes at least one of green power and non-green power. The amount of power stored in battery 105 is also referred to as a "total stored power amount." Of the total stored power amount, the amount of power that is green power is also referred to as a "first stored power amount," and the amount of power that is non-green power is also referred to as a "second stored power amount." The sum of the first stored power amount and the second stored power amount corresponds to the total stored power amount. The ratio of the first stored power amount to the total stored power amount is also referred to as a "green power ratio."

[0015] The sensor unit 107 measures the voltage and current of the battery 105. The measured current values ​​are positive and negative when the battery 105 is being charged and discharged, respectively. The PCU 108 receives the discharge power of the battery 105 as input power, converts it into AC power, and supplies the AC power to the MG 110 as output power.

[0016] The MG 110 generates driving force for the vehicle 1 by consuming power from the battery 105 (specifically, receiving AC power from the PCU 108). The smaller the driving force, the less power the battery 105 consumes. The driving force corresponds to the power of the MG 110, which is determined based on the torque and rotation speed of the MG 110. The MG 110 corresponds to an example of a "driving device" in the present disclosure. The MG 110 can also perform regenerative power generation when braking the vehicle 1 or reducing acceleration on a downhill slope. During regenerative power generation by the MG 110, the generated power (regenerative power) is supplied to the battery 105 via the PCU 108 to charge the battery 105.

[0017] Accelerator pedal 115 is operated by a user of vehicle 1. That is, the depression of accelerator pedal 115 is adjusted in accordance with the user's operation. Degree of depression sensor 117 measures the degree of depression of accelerator pedal 115. The measurement value of degree of depression sensor 117 is also referred to as "actual accelerator depression."

[0018] 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 power from the charging facility 2. The received power of the inlet 120 is supplied to the battery 105.

[0019] The car navigation device 145 displays a screen for car navigation on its display. The instrument panel 150 displays various state values ​​of the vehicle 1, such as the measured values ​​of various meters of the vehicle 1. The state values ​​include the SOC (State Of Charge) of the battery 105 and a value indicating the vehicle speed of the vehicle 1. The indicator lamp 155 is provided outside the passenger compartment of the vehicle 1, and is configured to be able to switch between a plurality of illumination colors. Each of the car navigation device 145, the instrument panel 150, and the indicator lamp 155 corresponds to an example of the "notification device" of the present disclosure.

[0020] The storage device 165 stores various data and maps. The data includes power storage management data for managing the power storage amount of the battery 105. The data includes information indicating the total power storage amount, information indicating the first power storage amount, information indicating the second power storage amount, and information indicating the green power ratio. The above-mentioned maps are used to control the driving force of the vehicle 1. Specific examples of the maps will be described in detail later.

[0021] The ECU 190 controls various devices of the vehicle 1 according to a map stored in the storage device 165 and measurement values ​​of various sensors such as the sensor unit 107 and the opening sensor 117. The devices include the MG 110 (PCU 108), the car navigation device 145, the instrument panel 150, and the indicator lamps 155. The ECU 190 drives and controls the MG 110 using the PCU 108. Driving and controlling the MG 110 is also referred to as "executing motor drive control."

[0022] The ECU 190 sets a control accelerator opening (described later) based on the actual accelerator opening. The ECU 190 controls the driving force of the vehicle 1 according to this setting result and the vehicle speed. The ECU 190 calculates the SOC based on the measurement value of the sensor unit 107, and thereby determines the total amount of stored electricity. The ECU 190 successively stores the determination results in the storage device 165.

[0023] While the vehicle 1 is connected to the charging facility 2, the ECU 190 is configured to communicate with the charging facility 2, for example, by CAN (Controller Area Network) 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 facility 2. In response to this, the ECU 190 updates the power storage amount management data.

[0024] The charging equipment 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 inlet 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 power supplied from the power transmission line 5 and supply the supplied power to the vehicle 1. The communication device 27 is configured to communicate with the vehicle 1 via CAN communication while the charging gun 22 is inserted into the inlet 120.

[0025] Greenhouse gas emission intensity (hereinafter simply referred to as "emission intensity") is known as an evaluation value for evaluating greenhouse gas emissions. In the first embodiment, the emission intensity is determined for each of green electricity and non-green electricity. The emission intensity of green electricity or non-green electricity indicates the amount of greenhouse gas emissions in a given series of processes per unit of electricity. For example, for green electricity, the series of processes includes the manufacture, operation, and management of solar power generation equipment 42. For non-green electricity, the series of processes includes the operation and management of thermal power generation equipment 44.

[0026] Each of the green electricity and the non-green electricity is classified according to its emission intensity. In this example, the emission intensity of the green electricity is less than a predetermined first reference amount, and the emission intensity of the non-green electricity is equal to or greater than the first reference amount. Thus, the emission intensity of the green electricity is smaller than the emission intensity of the non-green electricity. The smaller the emission intensity of the electricity, the more environmentally friendly it is.

[0027] FIG. 2 is a diagram for explaining the breakdown of the total amount of stored electricity in the battery 105. The breakdown means the ratio of the first amount of stored electricity (green electricity) to the second amount of stored electricity (non-green electricity) in the total amount of stored electricity. With reference to FIG. 2, in case A1, the total amount of stored electricity QE consists only of the second amount of stored electricity e2, so the green electricity ratio is 0%. In case B2, the total amount of stored electricity QE consists of the first amount of stored electricity e1 and the second amount of stored electricity e2, so the green electricity ratio is (e1 / QE)%. In the first embodiment, the green electricity ratio is used as an example of an index value indicating the amount of the first amount of stored electricity e1 in the total amount of stored electricity QE.

[0028] In case A2, while the vehicle 1 is traveling, the ECU 190 successively rewrites the stored power management data assuming that the total stored power QE is consumed while maintaining the green power ratio. The ECU 190 determines the power consumption of the battery 105 (the consumption of the total stored power QE) based on the measurement value of the sensor unit 107, and executes the above-mentioned rewriting process according to the determination result.

[0029] The power generated during regenerative power generation by MG110 is incorporated into the first storage amount e1 or the second storage amount e2, for example, depending on the amount of generated power and the green power ratio (in one example, the amount of generated power multiplied by the green power ratio is incorporated into the first storage amount e1).

[0030] From the viewpoint of reducing greenhouse gas emissions, there is a demand for a technique for effectively motivating users to increase the green power ratio in order to promote the use of environmentally friendly green power.

[0031] 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, more than 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 an index value (in this example, the green power ratio) indicating how large the first storage amount e1 in the total storage amount QE is is low, more than the driving force when this index value is high.

[0032] With this 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 restricted more than when the first storage amount e1 in the total storage amount QE is large (for example, when the green power ratio is high). This makes it possible to motivate the user to store more green power in the battery 105 (to increase the green power ratio) in order to lift the restriction on the driving force and improve comfort. As a result, it is possible to effectively encourage the user to use (charge) green power.

[0033] In addition, 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 that the power consumption of the battery 105 is reduced. As a result, it is possible to avoid a situation in which a large amount of power is consumed in the vehicle 1 while the vehicle 1 is being used by a user with low environmental awareness (a user who uses the vehicle 1 in a state where the green power ratio is low). A specific method for limiting the driving force of the vehicle 1 as described above will be described below.

[0034] Fig. 3 is a diagram for explaining a map used for motor drive control in the first embodiment. With reference to Fig. 3, the map is stored in 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 vehicle 1, and is set based on the actual accelerator opening. The larger the control accelerator opening, the greater the driving force of vehicle 1.

[0035] Each of the maps 605, 610, and 615 corresponds to a characteristic line stored in the storage device 165. Each map represents the relationship between the actual accelerator opening and the control accelerator opening (the magnitude of the driving force).

[0036] For example, map 605 represents the relationship between the actual accelerator opening and the control accelerator opening when the green power ratio is equal to or greater than a first threshold value (e.g., 90%). The first threshold value corresponds to an example of a "threshold value" in this disclosure. Map 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 equal to or greater than a second threshold value (e.g., 50%). Map 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.

[0037] When the green power ratio is equal to or greater than the first threshold, the ECU 190 executes normal control as motor drive control. The normal control corresponds to controlling the MG 110 according to the map 605 and the actual accelerator opening (specifically, according to the map 605 and a control accelerator opening (e.g., ya1 corresponding to xa) determined based on the actual accelerator opening). During normal control, the control accelerator opening is set to be equal to the actual accelerator opening. The normal control is an example of the "first control" of the present disclosure. When the first threshold is 100%, the normal control is executed only when the green power ratio is 100%.

[0038] When the green power ratio is less than the first threshold value and equal to or greater than the second threshold value, the ECU 190 executes a first limit control as the motor drive control. This first limit control corresponds to controlling the MG 110 according to the map 610 and the actual accelerator opening (specifically, according to the map 610 and a control accelerator opening (e.g., ya2 corresponding to xa) determined based on the actual accelerator opening). During the first limit 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 more limited than during normal control. As a result, the power consumption of the battery 105 is reduced.

[0039] When the green power ratio is less than the second threshold value, the ECU 190 executes second limit control as motor drive control. The second limit control corresponds to controlling the MG 110 according to the map 615 and the actual accelerator opening (specifically, according to the control accelerator opening determined based on the map 615 and the actual accelerator opening (for example, ya3 corresponding to xa)). During the second limit control, since the control accelerator opening is set to be smaller than that during the first limit control, the driving force of the vehicle 1 is further restricted. As a result, the power consumption of the battery 105 is further reduced. The first limit control and the second limit control are collectively also referred to as "driving limit control". The driving limit control is an example of the "second control" of the present disclosure.

[0040] For the same actual accelerator opening, the control accelerator opening (magnitude of driving force) of each of the maps 610 and 615 is smaller than the control accelerator opening (magnitude of 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 the fact that when the green power ratio is less than the first threshold value, the driving force is restricted, and when this ratio is less than the second threshold value, the driving force is further restricted. In other words, when the above ratio is less than the first threshold value, the power consumption of the battery 105 is reduced, and when this ratio is less than the second threshold value, the power consumption is further reduced.

[0041] The ECU 190 may control at least one of the car navigation device 145, the instrument panel 150, or the indicator lamp 155 so as to notify the user that the drive limit control is being executed. 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 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, while controlling the illumination to blue and gray during the execution of the first limit control and the second limit control, respectively. The ECU 190 may change the lighting color of the indicator lamp 155 during the execution of the drive limit control compared to the execution of the normal control. In one example, the ECU 190 illuminates the indicator lamp 155 in green when normal control is being executed, while illuminating the indicator lamp 155 in blue and gray when first limit control and second limit control are being executed, respectively.

[0042] By controlling the indicator lamp 155 etc. as described above, the user is notified when the drive limit control is being executed. As a result, the user can be made to recognize without fail that the drive force is being limited. This makes it possible to more effectively motivate the user to use more green power (store more green power in the battery 105).

[0043] 4 is a flowchart illustrating a process executed by ECU 190 in the first embodiment. This flowchart is executed when accelerator pedal 115 is operated.

[0044] 4, the 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%.

[0045] If the green power ratio is 50% or more (YES in S110), the ECU 190 determines whether the green power ratio is equal to or more than a first threshold value (S115). In this example, the first threshold value is 100%, and the ECU 190 determines whether the green power ratio is 100%.

[0046] If the green power ratio is 100% (YES in S115), the ECU 190 executes normal control and displays that fact on the instrument panel 150 (S120). The ECU 190 may further light the indicator lamp 155 in green.

[0047] If the green power ratio is less than 100% and equal to or greater than 50% (NO in S115), ECU 190 executes the first limiting control and displays a message to that effect on instrument panel 150 (S125). ECU 190 may further light up indicator lamp 155 in blue.

[0048] If the green power ratio is less than 50% (NO in S110), ECU 190 executes the second limiting control and displays a message to that effect on instrument panel 150 (S130). ECU 190 may further turn on indicator lamp 155 in gray. After S120, S125, and S130, the process proceeds to RETURN.

[0049] 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 makes it possible to motivate the user to increase the green power ratio in order to improve comfort by lifting the limit on the driving force. As a result, it is possible to effectively encourage the user to use green power.

[0050] [Embodiment 2] Fig. 5 is a diagram for explaining a vehicle according to the second embodiment. Referring to Fig. 5(A), a vehicle 1A is different from the vehicle 1 (BEV) of the first embodiment in that it is an engine vehicle. A fueling facility 2A is different from the charging facility 2 of the first embodiment in that it supplies fuel stored in an underground tank 29 provided underground to the vehicle 1A. The fuel in the underground tank 29 is classified as either green fuel or non-green fuel (both will be described later).

[0051] Vehicle 1A differs from vehicle 1 in that vehicle 1A includes a fuel filler port 125, a tank 130, a concentration sensor 135, a remaining amount sensor 136, and an engine 140, instead of battery 105, PCU 108, MG 110, and inlet 120. In other respects, vehicle 1A is basically the same as vehicle 1, and therefore detailed description will not be repeated.

[0052] When a fuel gun 24 (described later) of the fuel supply facility 2A is inserted and the vehicle 1A is connected to the fuel supply facility 2A, the fuel supply port 125 receives fuel supplied from the fuel supply facility 2A.

[0053] The tank 130 stores fuel supplied from the fuel supply facility 2A through the fuel supply 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 an "energy source storage device" in the present disclosure.

[0054] The fuel in the tank 130 contains at least one of green fuel and a fuel different from green fuel (hereinafter also referred to as "non-green fuel"). The green fuel corresponds to a fuel derived from a renewable resource, and in this example, is a biomass fuel. The non-green fuel corresponds to a fuel not derived from a renewable resource, and in this example, is a fossil-derived 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.

[0055] The amount of fuel (remaining amount) in the tank 130 is also referred to as the "total fuel amount." Of the total fuel amount, the amount of green fuel is also referred to as the "first fuel amount," and the amount of non-green fuel is also referred to as the "second fuel amount." The sum of the first fuel amount and the second fuel amount corresponds to the total fuel amount. The ratio of the first fuel amount to the total fuel amount is also referred to as the "green fuel ratio."

[0056] The concentration sensor 135 measures the alcohol concentration of the fuel in the tank 130. The more green fuel (biomass fuel) in the tank 130, i.e., the higher the green fuel ratio, the higher the alcohol concentration. The remaining amount sensor 136 measures the remaining amount of fuel in the tank 130 (total fuel amount). The engine 140 generates driving force for the vehicle 1A by consuming the fuel in the tank 130. The smaller the driving force, the less fuel in the tank 130 is consumed. The driving force corresponds to the power of the engine 140, which is determined based on the torque and rotation speed of the engine 140. The engine 140 corresponds to an example of a "driving device" in the present disclosure, and is controlled by the ECU 190.

[0057] The storage device 165 includes fuel quantity management data for managing the amount of fuel in the tank 130. The data further includes information indicating a total fuel quantity, information indicating a first fuel quantity, information indicating a second fuel quantity, and information indicating a green fuel ratio.

[0058] ECU 190 controls various devices of vehicle 1A according to a map stored in storage device 165 and measurement 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 lamps 155. Driving and controlling engine 140 is also referred to as "executing engine drive control." ECU 190 executes engine drive control according to the control accelerator opening and the vehicle speed of vehicle 1A.

[0059] While the vehicle 1A is connected to the refueling equipment 2A, the ECU 190 is configured to communicate with the refueling equipment 2A, for example, by CAN communication. When the refueling equipment 2A refuels the vehicle 1A, the ECU 190 receives information from the refueling equipment 2A indicating the amount of fuel to be refueled and whether the fuel is classified as green fuel or non-green fuel. In response to this, the ECU 190 updates the fuel quantity management data. The ECU 190 may use a map to calculate (estimate) the green fuel ratio according to the measurement value of the concentration sensor 135, and update the fuel quantity management data accordingly. This map is determined as a relationship between the measurement value of the concentration sensor 135 and the green fuel ratio through a prior evaluation test or the like, and is stored in the storage device 165.

[0060] The fuel supply equipment 2A differs from the charging equipment 2 (FIG. 1) in that it includes a fuel supply gun 24, a storage device 25A, and a fuel supply pump 28 instead of the charging gun 22, the storage device 25, and the power supply device 26. The fuel supply gun 24 can be inserted into a fuel supply port 125 by a 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 fuel in the underground tank 29 to the vehicle 1A while the fuel supply gun 24 is inserted into the fuel supply port 125.

[0061] In the second embodiment, an emission intensity is determined for each of green fuel and non-green fuel. The emission intensity of a green fuel or a non-green fuel corresponds to the amount of greenhouse gas emissions per unit amount in a given series of processes. For example, for each of green fuel and non-green fuel, the series of processes includes the operation and management of a production facility for the fuel.

[0062] Each of the green fuels and the non-green fuels is classified according to its emission intensity. For example, the emission intensity of the green fuel is less than a predetermined second reference amount, and the emission intensity of the non-green fuel is equal to or greater than the predetermined second reference amount. Thus, the emission intensity of the green fuel is smaller than the emission intensity of the non-green fuel. The smaller the emission intensity of the fuel, the more environmentally friendly it is.

[0063] With reference to FIG. 5(B), the breakdown of the total fuel in the tank 130 will be described. The breakdown means 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 consists only of the second fuel amount f2, so the green fuel ratio is 0%. In case B2, the total fuel amount QF consists of the first fuel amount f1 and the second fuel amount f2, so the green fuel ratio is (f1 / QF)%. In the second embodiment, the green fuel ratio is used as an example of an index value indicating the amount of the first fuel amount f1 in the total fuel amount QF.

[0064] From the viewpoint of reducing greenhouse gas emissions, there is also a demand for technology that effectively motivates users to increase the green fuel ratio in order to promote the use of green fuels.

[0065] The vehicle 1A of the second embodiment has a configuration for motivating the user as described above. Specifically, the ECU 190 of the vehicle 1A controls the engine 140 so that the driving force of the vehicle 1 when the first fuel amount f1 in the total fuel amount QF is small is more limited than 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 that the driving force when an index value (in this example, the green fuel ratio) indicating how large the first fuel amount f1 is in the total fuel amount QF is low is more limited than the driving force when this index value is low.

[0066] With this 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 restricted more than when the first fuel amount f1 in the total fuel amount QF is large (for example, when the green fuel ratio is high). This makes it possible to motivate the user to store more green fuel in the tank 130 (to increase the green fuel ratio) in order to lift the restriction on the driving force and improve comfort. As a result, it is possible to effectively encourage the user to use (refuel) green fuel.

[0067] In addition, according to the above configuration, when the first fuel amount f1 in the total fuel amount QF is small, the driving force is limited, thereby reducing fuel consumption in the tank 130. As a result, it is possible to prevent a situation in which a large amount of fuel is consumed in the vehicle 1A while a user with low environmental awareness (a user who uses the vehicle 1A in a state where the green fuel ratio is low) is using the vehicle 1A.

[0068] The ECU 190 uses the map in the same manner as in the first embodiment to control the engine 140 and limit the driving force of the vehicle 1. This point will be described below.

[0069] 3 again, in the second embodiment, map 605 represents the relationship between the actual accelerator opening and the control accelerator opening (magnitude of driving force) when the green fuel ratio is equal to or greater than a first threshold value (e.g., 90%). Map 610 represents 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 equal to or greater than a second threshold value (e.g., 50%). Map 615 represents the relationship between the actual accelerator opening and the control accelerator opening when the green fuel ratio is less than the second threshold value.

[0070] When the green fuel ratio is equal to or greater than the first threshold value, the ECU 190 executes normal control as engine drive control. This normal control corresponds 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 value and equal to or greater than the second threshold value, the ECU 190 executes first limit control as engine drive control. This first limit control corresponds 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 value, the ECU 190 executes second limit control as engine drive control. This second limit control corresponds to controlling the engine 140 according to the map 615 and the actual accelerator opening. Each of the above first limit control and second limit control (drive limit control) is an example of the "second control" of the present disclosure.

[0071] When the green fuel ratio is less than the first threshold value, i.e., while the drive limit control is being executed, the ECU 190 may control at least one of the car navigation device 145, the instrument panel 150, and the indicator lamp 155 so as to notify the user of this. The control methods for these are the same as those described in the first embodiment, and therefore detailed description will not be repeated. However, by controlling the indicator lamp 155 and the like as described above, the user can be more effectively motivated to use more green fuel (store more green fuel in the tank 130).

[0072] Fig. 6 is a flowchart illustrating the processing executed by ECU 190 in the second embodiment. With reference to Fig. 6, this flowchart differs from the flowchart of the first embodiment (Fig. 4) in that S210 and S215 are executed instead of S110 and S115. S220, S225, and S230 are the same as S120, S125, and S130, respectively, and therefore detailed description will not be repeated.

[0073] 6, the 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%.

[0074] If the green fuel ratio is 50% or more (YES in S210), the ECU 190 determines whether the green fuel ratio is equal to or more than a first threshold value (S215). In this example, the first threshold value is 100%, and the ECU 190 determines whether the green fuel ratio is 100%.

[0075] If the green fuel ratio is 100% (YES in S215), the process proceeds to S220. If the green fuel ratio is less than 100% and equal to or greater than 50% (NO in S215), the process proceeds to S225. If the green fuel ratio is less than 50% (NO in S210), the process proceeds to S230.

[0076] 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 makes it possible to motivate the user to increase the green fuel ratio in order to lift the limit on the driving force and improve comfort. As a result, it is possible to effectively encourage the user to use green fuel.

[0077] [Modifications of the first and second embodiments] In the first and second embodiments, the ECU 190 limits the driving force in stages based on the magnitude relationship between the aforementioned index value and the first threshold value (or the second threshold value), but it may also limit the driving force continuously in accordance with the index value (specifically, the driving force is reduced as the index value becomes smaller).

[0078] In the first embodiment, the green power ratio is used as an index value indicating the amount of the first stored power amount e1 in the total stored power amount QE, but it is not limited thereto and may be, for example, the difference (e1-e2) between the first stored power amount e1 and the second stored power amount e2. Similarly, in the second embodiment, the green fuel ratio is used as an index value indicating the amount of the first fuel amount f1 in the total fuel amount QF, but it is not limited thereto and may be, for example, the difference (f1-f2) between the first fuel amount f1 and the second fuel amount f2.

[0079] The vehicle 1 (1A) may be replaced by a vehicle that runs on at least one of electric power and fuel as an energy source, such as a plug-in hybrid vehicle (PHV).

[0080] Green electricity may be electricity generated by other natural power generation methods such as wind power generation, hydroelectric power generation, etc., instead of solar power generation. Similarly, green fuel may be decarbonized fuel such as e-fuel (registered trademark), instead of biomass fuel. [Industrial Applicability]

[0081] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0082] 1,1A vehicle, 2 charging equipment, 2A refueling equipment, 4 power generation equipment, 105 battery, 115 accelerator pedal, 140 engine, 145 car navigation device, 150 instrument panel, 155 indicator lamp, 190 ECU.

Claims

1. an energy source storage device for storing an energy source of the vehicle; a drive device that generates a drive force for the vehicle by consuming the energy source; A control device for controlling the drive device, the energy sources include a first energy source and a second energy source, each classified according to a greenhouse gas emission intensity; 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 source in the energy source is small more than the drive force when the amount of the first energy source in the energy source is large.

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

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

4. an accelerator pedal whose opening is adjusted according to a user operation; a storage device that stores the first characteristic and the second characteristic, the first characteristic represents a relationship between a magnitude of the driving force and the opening degree when an index value indicating a quantity of the first energy source in the energy source is equal to or greater than a threshold value; the second characteristic represents a relationship between the magnitude of the driving force and the opening degree when the index value is less 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, The control device includes: When the index value is equal to or greater than the threshold value, a first control is executed to control the drive device in accordance with the first characteristic and the opening degree; The vehicle according to claim 1 , further comprising: a second control for controlling the drive device in accordance with the second characteristic and the opening degree when the index value is less than the threshold value.

5. The vehicle according to claim 4 , further comprising an alarm device that, while the second control is being executed, notifies a user of the vehicle of that execution.

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