Charging system and electric vehicle

The present invention relates to a charging device and an electric vehicle, and more particularly to a charging device and an electric vehicle capable of charging a power storage device from a commercial power source.

In recent years, as environment-friendly automobiles, electric vehicles and hybrid vehicles, which are equipped with a power storage device such as a battery or a capacitor and an inverter and a motor driven by the inverter as a power source, have attracted attention. There is.

A hybrid vehicle having an external charging function for charging a battery using an external power source is known. According to a hybrid vehicle equipped with an external charging function, for example, if the battery can be charged from a commercial power source for home use, there are advantages such as improved fuel efficiency and less frequent visits to gas stations for refueling. can get.

Japanese Unexamined Patent Publication No. 8-154307 (Patent Document 1) discloses a hybrid vehicle having such an external charging function. This hybrid vehicle uses a battery that can be charged by an external charger, an electric motor that drives the wheels with the power from the battery, a control means that controls the operation of the electric motor, and directly or indirectly to drive the wheels. The internal combustion engine is provided, and a traveling time-related amount calculating means for calculating an amount related to the traveling time after the battery is charged by the external charger. Then, the control means limits the output of the electric motor when the traveling time-related amount calculated by the traveling time-related amount calculating means reaches a predetermined amount.

In this hybrid vehicle, if the vehicle runs for a long time without external charging, the output of the electric motor will be limited, and if the vehicle continues to run while using fuel by the internal combustion engine, the output of the electric motor will inevitably be limited. , The driver is prompted to perform an external charge. Therefore, according to this hybrid vehicle, the dependence on the internal combustion engine can be reduced (see Patent Document 1).<patcit num="1"><text>Japanese Unexamined Patent Publication No. 8-154307</text></patcit><patcit num="2"><text>Japanese Unexamined Patent Publication No. 2001-78304</text></patcit><patcit num="3"><text>Japanese Unexamined Patent Publication No. 11-178237</text></patcit>

<p> The hybrid vehicle disclosed in Japanese Patent Application Laid-Open No. 8-154307 reduces the dependence on the internal combustion engine, in other words, the electric power supplied from an external power source (generally a commercial power source) (commercial electric power). Is actively used as an energy source. However, even when generating commercial electric power, a large amount of carbon dioxide is generated in thermal power generation in which oil, gas, or the like is burned to generate electric power. Therefore, in order to truly contribute to environmental protection, it is necessary to consider the process of generating electricity.</p><p> Power generation by electric power companies is carried out by multiple power generation methods such as thermal power generation, nuclear power generation, and hydroelectric power generation in order to respond to fluctuations in power demand depending on the season and time of day. Here, the amount of carbon dioxide emitted per unit power differs depending on each power generation method, and as described above, the amount of carbon dioxide emitted is particularly large in thermal power generation. Therefore, in an electric vehicle having an external charging function capable of charging a battery from a commercial power source, simply increasing the amount of charge from the commercial power source may not sufficiently contribute to environmental protection.</p><p> Therefore, the present invention has been made to solve such a problem, and an object of the present invention is to provide a charging device that can contribute to environmental protection including a process of generating commercial electric power used for charging.</p><p> Another object of the present invention is to provide an electric vehicle that can contribute to environmental protection, including a process of generating commercial electric power used for charging.</p>

<p> According to the present invention, the charging device includes a power input unit, a voltage conversion unit, and a control unit. The power input unit receives commercial power supplied from a commercial power source. The voltage conversion unit is configured to convert commercial power input from the power input unit into the voltage level of the power storage device so that the power storage device can be charged. The control unit controls charging of the power storage device by the voltage conversion unit based on information on the amount of carbon dioxide emitted to generate commercial power.</p><p> In the charging device according to the present invention, since the control unit controls the charging of the power storage device by the voltage converter based on the information on the amount of carbon dioxide emitted to generate the commercial power, the commercial power currently supplied. It is possible to determine whether or not the power storage device can be charged in consideration of the amount of carbon dioxide emitted in the process of generating the electricity.</p><p> Therefore, according to the present invention, it is possible to realize a charging device that can contribute to environmental protection including a process of generating commercial electric power used for charging.</p><p> Preferably, the charging device further comprises a receiver that receives information about the amount of carbon dioxide transmitted over a transmission line that transmits commercial power.</p><p> In this charging device, information on the amount of carbon dioxide is output to a transmission line that transmits commercial power from, for example, a server of an electric power company. Since the receiving unit receives the information regarding the amount of carbon dioxide transmitted via the transmission line, it is not necessary to separately provide a communication medium for exchanging the information regarding the amount of carbon dioxide. Therefore, according to this charging device, the cost can be reduced.</p><p> Preferably, the information includes the amount of carbon dioxide emitted to generate commercial power. When the amount of carbon dioxide contained in the information is below a preset threshold value, the control unit outputs a command instructing charging of the power storage device to the voltage conversion unit.</p><p> In this charging device, the voltage converter charges the power storage device only when the amount of carbon dioxide emitted to generate commercial power is below a preset threshold value. Therefore, according to this charging device, only clean electric power with a small amount of carbon dioxide emission can be charged in the electric power generation process. As a result, it can contribute to the reduction of carbon dioxide emissions.</p><p> Also, preferably, the information includes the ratio of the electric power generated by thermal power generation to the commercial electric power. When the ratio is lower than the preset threshold value, the control unit outputs a command instructing the charging of the power storage device to the voltage conversion unit.</p><p> A large amount of carbon dioxide is generated in thermal power generation that produces electricity by burning oil or gas, but in this charging device, the ratio of the electricity generated by thermal power generation to the commercial power is set in advance. Only when it is below the threshold value, the power storage device is charged by the voltage converter. Therefore, even with this charging device, it is possible to charge only clean electric power with a small amount of carbon dioxide emission in the electric power generation process. As a result, it can contribute to the reduction of carbon dioxide emissions.</p><p> Further, according to the present invention, the electric vehicle includes a power storage device capable of charging and discharging, an electric motor, a power input unit, a voltage conversion unit, and a control unit. The electric motor uses the electric power from the power storage device to generate the driving force of the vehicle. The power input unit receives commercial power supplied from a commercial power source. The voltage conversion unit is configured to convert commercial power input from the power input unit into the voltage level of the power storage device so that the power storage device can be charged. The control unit controls charging of the power storage device by the voltage conversion unit based on information on the amount of carbon dioxide emitted to generate commercial power.</p><p> In the electric vehicle according to the present invention, the power storage device can be charged by the commercial power input from the power input unit. Then, since the control unit controls the charging of the power storage device based on the information on the amount of carbon dioxide emitted to generate commercial power, the amount of carbon dioxide emitted in the process of generating the currently supplied commercial power. It is possible to determine whether or not the power storage device can be charged in consideration of the above.</p><p> Therefore, according to the present invention, it is possible to realize an electric vehicle that can contribute to environmental protection including the process of generating commercial electric power used for charging.</p><p> Preferably, the electric vehicle further comprises an internal combustion engine that operates as a power source for the vehicle. The control unit calculates the amount of carbon dioxide emitted by the internal combustion engine.</p><p> In this electric vehicle, an internal combustion engine is mounted as a power source for the vehicle. Then, since the control unit calculates the amount of carbon dioxide emitted by the internal combustion engine, the amount of carbon dioxide emitted in the process of generating the electric power charged in the power storage device and the amount of carbon dioxide emitted from the internal combustion engine are combined. The total amount can be calculated. Therefore, according to this electric vehicle, the amount of carbon dioxide emitted to obtain the driving force of the vehicle can be accurately evaluated.</p><p> Preferably, the electric vehicle further comprises a storage unit that stores information about the amount of carbon dioxide. The control unit further calculates the total amount of carbon dioxide emissions based on the information on the amount of carbon dioxide stored in the storage unit.</p><p> Therefore, according to this electric vehicle, the degree of contribution of the electric vehicle to the environment can be evaluated by evaluating the total amount of carbon dioxide emissions.</p><p> Preferably, the control unit obtains the vehicle driving force by the electric motor based on the power consumption of the electric motor and the basic unit indicating the amount of carbon dioxide generated to generate a unit amount of the electric power stored in the electric power storage device. The amount of the first carbon dioxide generated in is further calculated.</p><p> Therefore, according to this electric vehicle, it is possible to evaluate the amount of carbon dioxide generated by the running of the vehicle even in the electric vehicle in which the vehicle is driven by the electric motor using the electric power from the power storage device.</p><p> More preferably, the electric vehicle further comprises an internal combustion engine that operates as a power source for the vehicle. The control unit further calculates the amount of second carbon dioxide generated by the internal combustion engine, adds the calculated amount of second carbon dioxide to the amount of first carbon dioxide, and adds the total amount of carbon dioxide that accompanies the vehicle running. Calculate the amount generated.</p><p> Therefore, according to this electric vehicle, the total amount of carbon dioxide generated to obtain the driving force of the vehicle can be accurately evaluated.</p><p> More preferably, the electric vehicle further comprises a communication device configured to be able to communicate with the outside of the vehicle via a power input unit. The communication device receives information on carbon dioxide transmitted from the outside of the vehicle via the power input unit when charging the power storage device from the commercial power source. Further, the communication device transmits the total carbon dioxide generation amount calculated by the control unit to the outside of the vehicle via the power input unit when the power storage device is charged from the commercial power source.</p><p> In this electric vehicle, the communication device transmits the total carbon dioxide generation amount calculated by the control unit to the outside of the vehicle via the power input unit when charging the power storage device from the commercial power source, so that the calculated total carbon dioxide dioxide is transmitted. The amount of carbon dioxide generated becomes available outside the vehicle. Therefore, according to this electric vehicle, the total amount of carbon dioxide generated by the vehicle running is managed by a server or terminal device outside the vehicle, and the total amount of carbon dioxide generated by the vehicle running is managed by a server on the Internet. It is possible to collect and compete with others (cars). As a result, it can be expected that users' awareness of environmental conservation will be further improved. Further, according to this electric vehicle, it is not necessary to separately provide a communication medium for exchanging information on carbon dioxide and data on the total amount of carbon dioxide generated with the outside of the vehicle, so that an increase in cost can be suppressed.</p><p> Preferably, the electric vehicle further includes a display unit that displays the total amount of carbon dioxide generated calculated by the control unit.</p><p> In this electric vehicle, the total amount of carbon dioxide generated by the vehicle running is presented to the driver. Therefore, according to this electric vehicle, it is possible to encourage the user to drive with a reduced amount of CO2 generated.</p>

<p> According to the present invention, the charging of the power storage device by the voltage converter is controlled based on the information on the amount of carbon dioxide emitted to generate the commercial power, so that the process of generating the commercial power used for charging can be controlled. Including, it can contribute to environmental protection in total.</p><p> Further, according to the present invention, it is possible to calculate the amount of carbon dioxide accompanying the running of the vehicle and transmit the data from the commercial power source to the outside of the vehicle via the power input unit when charging the power storage device so that the data can be used outside the vehicle. Therefore, it can be expected that the users' awareness of environmental conservation will be further improved by effectively using the data.</p>

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description is not repeated.

[Embodiment 1]

FIG. 1 is a schematic view of an electric power system including an electric vehicle according to the first embodiment of the present invention. With reference to FIG. 1, the power system 1 includes power plants 10A, 10B, transmission lines 20, charging stations 30, electric vehicles 40, and a power information server 50.

The power plants 10A and 10B generate commercial power and supply the generated commercial power to the transmission line 20. Other power plants (not shown) are connected to the transmission line 20, and each power plant is, for example, a thermal power plant that burns oil or gas to generate electric power, a nuclear power plant, or a thermal power plant. It consists of a power plant and so on. The charging station 30 is connected to the transmission line 20. The charging station 30 is a facility for charging the electric vehicle 40 by the commercial electric power supplied from the transmission line 20, and for example, a house may be used as the charging station 30.

The electric vehicle 40 is a hybrid vehicle equipped with a motor that generates driving force using electric power as an energy source and an engine that generates driving force using fuel as an energy source. The electric vehicle 40 can charge a power storage device (not shown) that stores electric power by connecting the charging plug to the outlet 32 of the charging station 30.

Further, the electric vehicle 40 acquires information on electric power (hereinafter, simply referred to as electric power information) from the electric power information server 50 connected to the electric power transmission line 20 via the electric power transmission line 20 and the charging station 30. This power information includes the amount of carbon dioxide emitted to generate the commercial power transmitted by the transmission line 20 (for example, the amount of carbon dioxide emitted to generate 1 kwh of commercial power, and the following "CO2". Information on "emissions") is included. Then, the electric vehicle 40 inputs commercial power from the charging station 30 and stores electricity only when the CO2 emission amount included in the power information acquired from the power information server 50 is below a preset threshold value. Charge.

The power information server 50 is connected to the transmission line 20. The power information server 50 creates power information including CO2 emissions, and outputs the created power information to the transmission line 20 using a modem or the like (not shown). The CO2 emissions are calculated by multiplying the ratio of each power generation method (thermal power generation, nuclear power generation, etc.) to the commercial power supplied to the transmission line 20 by the carbon dioxide emissions of the corresponding power generation method. It can be calculated by taking. In general, thermal power generation emits more carbon dioxide than other power generation methods, and if the ratio of power generation by thermal power generation is high, CO2 emissions also increase.

FIG. 2 is an overall block diagram of the electric vehicle 40 shown in FIG. With reference to FIG. 2, the electric vehicle 40 includes a power output device 110, a relay circuit 120, a modem 130, a communication cable 132, a voltage sensor 134, an HV-ECU (Electronic Control Unit) 140, and a display unit. Includes 142, charging plug 170, power input lines ACL1 and ACL2, and power lines LC1 to LC5.

The power output device 110 is connected to the power input lines ACL1 and ACL2. The relay circuit 120 includes an electromagnetic coil 122 and switches 124 and 126. The electromagnetic coil 122 is connected between the power line LC1 and the ground node. Switch 124 is connected between power input line ACL1 and power line LC2. Switch 126 is connected between power input line ACL2 and power line LC3.

The modem 130 is connected to the power lines LC2 and LC3, respectively, via the power lines LC4 and LC5. Further, the modem 130 is connected to the HV-ECU140 via the communication cable 132. The HV-ECU140 is connected to the power line LC1. Then, the power lines LC2 and LC3 are connected to the power lines LH1 and LH2 on the charging station 30 side connected to the transmission line 20 via the charging plug 170 and the outlet 32 of the charging station 30, respectively.

The power output device 110 outputs the driving force of the electric vehicle 40. Further, the power output device 110 converts the commercial power received from the power input lines ACL1 and ACL2 into DC power and charges the power storage device (not shown) based on the command from the HV-ECU140. The configuration of the power output device 110 will be described later.

The electromagnetic coil 122 of the relay circuit 120 generates a magnetic force acting on the switches 124 and 126 when a current is passed from the HV-ECU140 via the power line LC1. The switches 124 and 126 operate under the action of magnetic force from the electromagnetic coil 122. Specifically, the switches 124 and 126 are turned on when a current is passed through the electromagnetic coil 122 and turned off when a current is not passed through the electromagnetic coil 122.

The modem 130 receives power information from the power information server 50 (not shown) via transmission line 20, power lines LH1, LH2, outlet 32, charging plug 170, power lines LC2, LC3 and power lines LC4, LC5. Then, the received power information is transmitted to the HV-ECU140 via the communication cable 132. The voltage sensor 134 detects the voltage of the power lines LC4 and LC5, that is, the voltage VC of the commercial power supplied from the transmission line 20, and outputs the detected voltage VC to the HV-ECU140.

The HV-ECU140 confirms whether or not the charging plug 170 is connected to the outlet 32 of the charging station 30 based on the presence or absence of the voltage VC from the voltage sensor 134. Then, the HV-ECU140 generates a torque command of the motor generator (not shown) included in the power output device 110 when the charging plug 170 is not connected to the outlet 32 and the vehicle can run. The generated torque command is output to the power output device 110.

Further, when the charging plug 170 is connected to the outlet 32, the HV-ECU140 receives the power information from the power information server 50 received by the modem 130 via the communication cable 132. Then, when the CO2 emission amount included in the received power information is lower than the preset threshold value, the HV-ECU140 supplies a current to the power line LC1 to turn on the relay circuit 120, and further, In the power output device 110, commercial power is input from the power input lines ACL1 and ACL2, and a command for charging the power storage device is output to the power output device 110.

Further, the HV-ECU140 outputs the CO2 emission amount included in the received power information to the display unit 142. The display unit 142 displays the CO2 emissions received from the HV-ECU140 to the user of the electric vehicle 40.

FIG. 3 is a flowchart of the process for determining whether or not charging control is possible by the HV-ECU140 shown in FIG. The process shown in this flowchart is called and executed from the main routine at regular time intervals or every time a predetermined condition is satisfied.

With reference to FIG. 3, the HV-ECU140 determines whether the charging plug 170 is connected to the outlet 32 of the charging station 30 based on the presence or absence of the voltage VC from the power sensor 134 (step S10). When the HV-ECU140 determines that the charging plug 170 is not connected to the outlet 32 (NO in step S10), the HV-ECU140 ends the process without performing the subsequent series of processes, and returns the process to the main routine.

When the HV-ECU140 determines that the charging plug 170 is connected to the outlet 32 (YES in step S10), the HV-ECU140 acquires the power information from the power information server 50 received by the modem 130 via the communication cable 132 (YES in step S10). Step S20).

Then, the HV-ECU140 determines whether or not the CO2 emission amount included in the acquired power information is below the preset threshold value (step S30). When the HV-ECU140 determines that the CO2 emission is below the threshold value (YES in step S30), the HV-ECU140 powers a command to charge the power storage device B by inputting the commercial power supplied from the charging station 30. The output is output to the output device 110, and the charge control of the power storage device B is executed in the power output device 110 (step S40).

On the other hand, when the HV-ECU140 determines that the CO2 emission amount is equal to or higher than the threshold value (NO in step S30), the HV-ECU140 ends the process without outputting a command for executing charge control to the power output device 110. Processing is returned to the main routine.

FIG. 4 is a functional block diagram of the power output device 110 shown in FIG. With reference to FIG. 4, the power output device 110 includes an engine 304, motor generators MG1 and MG2, a power distribution mechanism 303, and wheels 302. The power output device 110 includes a power storage device B, a boost converter 310, inverters 320, 330, a control device 340, capacitors C1 and C2, positive electrode lines PL1 and PL2, negative electrode lines NL1 and NL2, and a U-phase line. UL1, UL2, V-phase lines VL1, VL2, and W-phase lines WL1, WL2 are further included.

The power distribution mechanism 303 is coupled to the engine 304 and the motor generators MG1 and MG2 to distribute power between them. For example, as the power distribution mechanism 303, a planetary gear mechanism having three rotation axes of a sun gear, a planetary carrier, and a ring gear can be used. These three rotating shafts are connected to the rotating shafts of the engine 304 and the motor generators MG1 and MG2, respectively. For example, the engine 304 and the motor generators MG1 and MG2 can be mechanically connected to the power distribution mechanism 303 by making the rotor of the motor generator MG1 hollow and passing the crankshaft of the engine 304 through the center thereof.

The rotating shaft of the motor generator MG2 is coupled to the wheel 302 by a reduction gear or an operating gear (not shown). Further, a speed reducer for the rotation shaft of the motor generator MG2 may be further incorporated inside the power distribution mechanism 303.

Then, the motor generator MG1 is incorporated in the power output device 110 so as to operate as a generator driven by the engine 304 and as an electric motor capable of starting the engine 304, and the motor generator MG2 is a drive wheel. It is incorporated in the power output device 110 as an electric motor for driving a certain wheel 302.

The positive electrode of the power storage device B is connected to the positive electrode line PL1, and the negative electrode of the power storage device B is connected to the negative electrode line NL1. The capacitor C1 is connected between the positive electrode line PL1 and the negative electrode line NL1. The boost converter 310 is connected between the positive electrode line PL1 and the negative electrode line NL1 and the positive electrode line PL2 and the negative electrode line NL2. The capacitor C2 is connected between the positive electrode line PL2 and the negative electrode line NL2. The inverter 320 is connected between the positive electrode line PL2 and the negative electrode line NL2 and the U, V, W phase lines UL1, VL1, WL1. The inverter 330 is connected between the positive electrode line PL2 and the negative electrode line NL2 and the U, V, W phase lines UL2, VL2, WL2.

The motor generator MG1 includes a Y-connected three-phase coil (not shown) as a stator coil, and is connected to U, V, and W phase lines UL1, VL1, and WL1. The motor generator MG2 also includes a Y-connected three-phase coil (not shown) as a stator coil, and is connected to U, V, and W phase lines UL2, VL2, and WL2. Then, the power input line ACL1 is connected to the neutral point N1 of the three-phase coil of the motor generator MG1, and the power input line ACL2 is connected to the neutral point N2 of the three-phase coil of the motor generator MG2.

The power storage device B is a DC power source that can be charged and discharged, and is composed of, for example, a secondary battery such as nickel hydrogen or lithium ion. The power storage device B outputs DC power to the boost converter 310. Further, the power storage device B is charged by receiving the electric power output from the boost converter 310. A large-capacity capacitor may be used as the power storage device B. The capacitor C1 smoothes the voltage fluctuation between the positive electrode line PL1 and the negative electrode line NL1.

The boost converter 310 boosts the DC voltage received from the power storage device B based on the signal PWC from the control device 340, and outputs the boosted boost voltage to the positive electrode line PL2. Further, the boost converter 310 charges the power storage device B by lowering the DC voltage received from the inverters 320 and 330 via the positive electrode line PL2 to the voltage level of the power storage device B based on the signal PWC from the control device 340. The boost converter 310 is composed of, for example, a buck-boost chopper circuit or the like.

The capacitor C2 smoothes the voltage fluctuation between the positive electrode line PL2 and the negative electrode line NL2. The inverter 320 converts the DC voltage received from the positive electrode line PL2 into a three-phase AC voltage based on the signal PWM1 from the control device 340, and outputs the converted three-phase AC voltage to the motor generator MG1. As a result, the motor generator MG1 is driven to generate the specified torque. Further, the inverter 320 converts the three-phase AC voltage generated by the motor generator MG1 in response to the output of the engine 304 into a DC voltage based on the signal PWM1 from the control device 340, and converts the converted DC voltage to the positive electrode line PL2. Output.

The inverter 330 converts the DC voltage received from the positive electrode line PL2 into a three-phase AC voltage based on the signal PWM2 from the control device 340, and outputs the converted three-phase AC voltage to the motor generator MG2. As a result, the motor generator MG2 is driven to generate the specified torque. In addition, the inverter 330 converts the three-phase AC voltage generated by the motor generator MG2 by receiving the rotational force from the wheels 302 into a DC voltage based on the signal PWM2 from the control device 340 during regenerative braking of the vehicle, and converts the voltage. The DC voltage is output to the positive electrode line PL2.

Regenerative braking here refers to braking that involves regenerative power generation when the driver who drives the vehicle operates the foot brake, or by turning off the accelerator pedal while driving, although the foot brake is not operated. This includes decelerating (or stopping acceleration) the vehicle while generating regenerative power.

Further, the inverters 320 and 330 control the commercial power given to the neutral points N1 and N2 of the motor generators MG1 and MG2 when the power storage device B is charged by inputting commercial power from the power input lines ACL1 and ACL2. Converts to DC power based on the signals PWM1 and PWM2 from, and outputs the converted DC power to the positive electrode line PL2.

The motor generators MG1 and MG2 are three-phase AC motors, and are composed of, for example, a three-phase AC synchronous motor. The motor generator MG1 uses the output of the engine 304 to generate a three-phase AC voltage, and outputs the generated three-phase AC voltage to the inverter 320. Further, the motor generator MG1 generates a driving force by the three-phase AC voltage received from the inverter 320 to start the engine 304. The motor generator MG2 generates the driving torque of the vehicle by the three-phase AC voltage received from the inverter 330. In addition, the motor generator MG2 generates a three-phase AC voltage and outputs it to the inverter 330 during regenerative braking of the vehicle.

The control device 340 generates signals PWC and PWM2 for driving the boost converter 310 and signals PWM1 and PWM2 for driving the inverters 320 and 330, respectively, and transfers the generated signals PWC, PWM1 and PWM2 to the boost converter 310 and the inverters 320 and 330, respectively. Output.

Here, when the control device 340 receives a command from the HV-ECU140 (not shown) for inputting commercial power from the power input lines ACL1 and ACL2 to charge the power storage device B, the control device 340 is neutral from the power input lines ACL1 and ACL2. Signals PWM1 and PWM2 for controlling inverters 320 and 330 are generated so that the commercial power given to points N1 and N2 is converted to DC power and output to the positive electrode line PL2.

FIG. 5 shows the zero-phase equivalent circuits of the inverters 320 and 330 and the motor generators MG1 and MG2 shown in FIG. In each of the inverters 320 and 330, which are three-phase inverters, there are eight patterns of on / off combinations of six transistors. Two of the eight switching patterns have zero interphase voltage, and such a voltage state is called the zero voltage vector. For the zero voltage vector, the three transistors in the upper arm can be considered to be in the same switching state (all on or off), and the three transistors in the lower arm can also be considered to be in the same switching state to each other. Therefore, in FIG. 5, the three transistors in the upper arm of the inverter 320 are collectively shown as the upper arm 320A, and the three transistors in the lower arm of the inverter 320 are collectively shown as the lower arm 320B. Similarly, the three transistors in the upper arm of the inverter 330 are grouped together as the upper arm 330A, and the three transistors in the lower arm of the inverter 330 are grouped together as the lower arm 330B.

As shown in FIG. 5, this zero-phase equivalent circuit can be regarded as a single-phase PWM converter that inputs the AC commercial power given to the neutral points N1 and N2 via the power input lines ACL1 and ACL2. .. Therefore, by changing the zero voltage vector in each of the inverters 320 and 330 and switching control so that the inverters 320 and 330 operate as each phase arm of the single-phase PWM converter, the AC commercial power is converted into DC power and the positive line. It can be output to PL2.

FIG. 6 is a functional block diagram of the power information server 50 shown in FIG. With reference to FIG. 6, the power information server 50 includes a power generation status management unit 402, a power information generation unit 404, and an output unit 406. The power generation status management unit 402 calculates the ratio of each power generation method to the commercial power output to the transmission line 20 based on the amount of power generated by each power plant connected to the transmission line 20. Specifically, as shown in FIG. 7, the ratio of thermal power generation, nuclear power generation, and other power generation methods to the commercial power output to the transmission line 20 is calculated.

The ratio of this power generation method varies depending on the season and the time of day. In particular, since thermal power generation is easier to adjust in operation than nuclear power generation, the amount of power generation is adjusted according to fluctuations in power demand, and the ratio of each power generation method fluctuates accordingly. In general, the proportion of thermal power generation increases in the seasons or hours when electricity demand is high, and as a result, CO2 emissions in the process of producing commercial electricity increase.

The electric power information generation unit 404 calculates the CO2 emission amount associated with the generation of commercial electric power based on the data on the carbon dioxide emission amount in each power generation method. For example, the electric power information generation unit 404 multiplies the ratio of each power generation method received from the power generation status management unit 402 by the carbon dioxide emission amount per unit electric power in the corresponding power generation method, and takes the sum of each power generation method. Calculate the CO2 emissions associated with the generation of commercial power supplied to the transmission line 20. Then, the power information generation unit 404 outputs the power information including the calculated CO2 emission amount to the output unit 406.

The output unit 406 includes a modem capable of transmitting data via the transmission line 20, and when receiving power information from the power information generation unit 404, the output unit 406 outputs the received power information to the transmission line 20 using the modem.

As described above, according to the first embodiment, the commercial power is input and the power storage device B is input only when the CO2 emission amount associated with the generation of the commercial power is below the preset threshold value. Is charged. Therefore, it is possible to charge only clean electric power with a small amount of carbon dioxide emission in the process of generating commercial electric power. As a result, it can contribute to the reduction of carbon dioxide emissions.

In addition, since the power information including the CO2 emissions associated with the generation of commercial power is output from the power information server 50 to the transmission line 20 and received by the modem 130 provided in the electric vehicle 40, the power information server It is not necessary to separately provide a communication medium for exchanging electric power information between the 50 and the electric vehicle 40.

Furthermore, since the CO2 emissions contained in the electric power information are displayed on the display unit 142, it is possible to present the carbon dioxide emissions to the users of the electric vehicle 40, and to raise awareness of environmental protection. Can be done.

[Embodiment 2]

In the second embodiment, the CO2 emissions received from the power information server 50 are integrated for each charge from the charging station 30, and the total carbon dioxide emissions are calculated. This makes it possible to evaluate the contribution of electric vehicles to the environment from the perspective of total carbon dioxide emissions, and by presenting the total carbon dioxide emissions to users, it is possible to protect the environment for users. Awareness is planned.

FIG. 8 is an overall block diagram of the electric vehicle according to the second embodiment of the present invention. With reference to FIG. 8, the electric vehicle 40A further includes a storage unit 144 in the configuration of the electric vehicle 40 according to the first embodiment, and includes the HV-ECU140A instead of the HV-ECU140.

The storage unit 144 is a rewritable non-volatile memory. The storage unit 144 stores the CO2 emissions received from the HV-ECU140A, and outputs the stored CO2 emissions to the HV-ECU140A based on the instructions of the HV-ECU140A.

When the HV-ECU140A acquires the power information from the modem 130, it outputs the CO2 emissions included in the power information to the storage unit 144. Then, when the electric vehicle 40A is started, the HV-ECU140A reads out each CO2 emission amount acquired at the time of charging so far and stored in the storage unit 144 from the storage unit 144 and integrates the total. The amount is output to the display unit 142 as the total CO2 emissions.

The HV-ECU140A calculates the total CO2 emissions when charging from the charging station 30 and outputs them to the storage unit 144. After the electric vehicle 40A is started, the total CO2 emissions are read from the storage unit 144 and displayed in the display unit 142. It may be output to.

Since the electric vehicle 40 is a hybrid vehicle equipped with the engine 304 as a power source, the CO2 emissions from the engine 304 may be further added as the total CO2 emissions displayed on the display unit 142. The CO2 emission amount by the engine 304 can be calculated based on the fuel consumption amount by the engine 304, for example, by mapping the relationship between the fuel consumption amount by the engine 304 and the CO2 emission amount in advance.

FIG. 9 is a diagram showing an example of a display state of the total CO2 emissions displayed on the display unit 142. With reference to FIG. 9, the total CO2 emissions of the electric vehicle 40 are visually shown in the HV column by a bar graph or the like. In addition, the total CO2 emissions (total CO2 emissions by the engine) of the conventional vehicle (vehicle powered only by the engine) calculated in advance are compared and displayed.

As described above, according to the second embodiment, the information regarding the CO2 emission amount received for each charge from the charging station 30 is stored, the total CO2 emission amount is calculated, and the information is displayed on the display unit 142. Therefore, the degree of contribution of the electric vehicle 40 to the environment can be evaluated from the viewpoint of the total amount of carbon dioxide emissions. By presenting the total amount of carbon dioxide emissions to the user, it is expected that the use of clean electric power with a small amount of carbon dioxide emissions will increase.

[Embodiment 3]

In the third embodiment, the power information further includes information on the cost of commercial power, and the cost of commercial power is also taken into consideration in determining whether or not charging is possible from the charging station 30.

The overall configuration of the electric vehicle according to the third embodiment is the same as that of the electric vehicle 40 according to the first embodiment shown in FIG.

FIG. 10 is a flowchart of the process relating to the determination of whether or not charging control is possible by the HV-ECU140 in the third embodiment. The process shown in this flowchart is called and executed from the main routine at regular time intervals or every time a predetermined condition is satisfied.

With reference to FIG. 10, the process shown in this flowchart further includes step S35 in the process shown in FIG. That is, if it is determined in step S30 that the CO2 emissions are below the threshold value (YES in step S30), the HV-ECU140 is the electricity cost unit price of the commercial power included in the power information acquired in step S20. Determines if is below a preset threshold (step S35).

When the HV-ECU140 determines that the unit price of electricity for commercial power is below the threshold value (YES in step S35), the process proceeds to step S40, and charge control is executed in the power output device 110.

On the other hand, when it is determined in step S35 that the unit price of electricity for commercial power is equal to or higher than the threshold value (NO in step S35), the HV-ECU140 outputs a command for executing charge control to the power output device 110. The process is terminated without any operation, and the process is returned to the main routine.

As described above, according to the third embodiment, not only the amount of carbon dioxide emissions but also the cost of commercial power during charging (generally, midnight power is lower than daytime power) is taken into consideration. In addition to contributing to environmental protection, the energy cost of the electric vehicle 40 can also be reduced.

[Embodiment 4]

In the fourth embodiment, the amount of CO2 generated when the vehicle travels is calculated, and the calculated amount of CO2 generated is output to the outside of the vehicle via the charging cable when charging from the charging station 30. As a result, data on the amount of CO2 generated when the vehicle is running can be used on a server outside the vehicle or on a terminal device (personal computer, etc.) at home, and it is possible to manage the amount of CO2 generated and compare it with others (vehicles). become.

The overall configuration of the electric power system including the electric vehicle 40B according to the fourth embodiment is the same as that of the electric power system 1 shown in FIG. 1, and the overall configuration of the electric vehicle 40B is the same as that of the electric vehicle 40A shown in FIG. is there.

FIG. 11 is a schematic diagram of an information system including the electric vehicle 40B according to the fourth embodiment. With reference to FIG. 11, the information system 5 includes an electric vehicle 40B, a charging cable 34, a charging station 30, a power information server 50A, a network 72, and terminal devices 70,74.

The electric vehicle 40B acquires the power information output from the power information server 50A to the transmission line 20 via the charging station 30 and the charging cable 34. Further, the electric vehicle 40B calculates the amount of CO2 generated by the vehicle traveling by the method described later, and outputs the calculated amount of CO2 generated to the outside of the vehicle via the charging cable 34. Further, the electric vehicle 40B displays the calculated CO2 generation amount to the user. The charging cable 34 corresponds to the power lines LC2 and LC3 shown in FIG. The other functions of the electric vehicle 40B are the same as those of the electric vehicle 40 according to the first embodiment.

The power information server 50A generates power information and outputs it to the transmission line 20. Further, the electric power information server 50A receives the amount of CO2 generated from the electric vehicle 40B via the charging cable 34 via the charging station 30 and the transmission line 20. Then, the electric power information server 50A discloses data on the amount of CO2 generated received from the electric vehicle 40B and other electric vehicles in response to a request from the terminal devices 70 and 74 connected to the network 72.

The terminal device 70 is a personal terminal owned by the user of the electric vehicle 40B, and is connected to a power line in the house. Then, the terminal device 70 receives the amount of CO2 generated from the electric vehicle 40B via the charging cable 34 via the power line in the house. As a result, the user of the electric vehicle 40B can manage the amount of CO2 generated by the running of the electric vehicle 40B by using the terminal device 70 at home.

The terminal device 70 is also connected to the network 72, and can access the power information server 50A to acquire data on the amount of CO2 generated by the electric vehicle 40B and other electric vehicles. As a result, the user of the electric vehicle 40B can compare the amount of CO2 generated by the running of the electric vehicle 40B with the amount of CO2 generated by another person's electric vehicle.

As described above, the electric vehicle 40B calculates the amount of CO2 generated when the vehicle travels, and outputs the calculated amount of CO2 generated to the outside of the vehicle via the charging cable 34. Here, the amount of CO2 generated when the vehicle runs is the amount of CO2 generated by the engine 304 (hereinafter, also referred to as "engine CO2 amount") and the amount of CO2 generated to generate the power consumed by the motor generator MG2. Consists of quantity. There are various sources of electric power stored in the power storage device B that supplies electric power to the motor generator MG2, and the amount of CO2 generated during electric power generation differs for each source.

FIG. 12 is a diagram showing the electric power stored in the power storage device B for each source. With reference to FIG. 12, the electric power in the power storage device B is composed of an unused area portion, a portion taken over from the previous running, an external charge portion, a regeneration portion, and an engine power generation portion. The unused area is the electric power corresponding to the lower limit of use of the power storage device B, and the amount of CO2 generated to generate the electric power for the unused area is a fixed amount from the time of shipment of the vehicle. The amount taken over from the previous run is the power obtained by subtracting the unused area from the amount of electricity stored at the end of the previous run (before charging from the charging station 30), and the CO2 generated to generate the power for this takeover. The amount (hereinafter, also referred to as "takeover CO2 amount") is the amount of CO2 generated to generate the unit amount of CO2 basic unit (the amount of power stored in the power storage device B) at the end of the previous run in addition to the amount of power for this takeover. ) Can be calculated.

The external charge is the electric power charged from the charging station 30 using the charging cable 34, and the amount of CO2 generated to generate the electric power for the external charge (hereinafter, also referred to as "external charge CO2 amount") is , It can be calculated by multiplying the amount of charge from the charging station 30 by the amount of CO2 emissions (the amount of CO2 emitted to generate a unit amount of commercial power) included in the power information received from the power information server 50A. The regenerative amount is the electric power generated by the motor generator MG2 during regenerative braking, and the amount of CO2 generated to generate the electric power for this regenerative amount is zero.

The engine power generation amount is the electric power generated by the motor generator MG1 using the power of the engine 304, and the amount of CO2 generated to generate the electric power for the engine power generation is calculated based on the engine CO2 amount. In this electric vehicle 40B, the power of the engine 304 is distributed to the axle and the motor generator MG1 by the power distribution mechanism 303, so that the amount of engine CO2 is also the amount driven by the vehicle according to the power distribution by the power distribution mechanism 303. It is distributed to the power generated by the motor generator MG1. That is, the amount of CO2 generated to generate the electric power for the engine power generation is the amount of the engine CO2 distributed according to the power distribution in the power distribution mechanism 303. The amount of engine CO2 can be calculated based on, for example, the amount of fuel consumed by the engine 304.

Then, by dividing the integrated value of the amount of CO2 generated for each of these electric powers by the integrated value of electric power, the amount of CO2 generated to generate the unit amount of the electric power stored in the power storage device B, that is, the CO2 basic unit is calculated. can do. Then, by multiplying the power consumption of the motor generator MG2 by the CO2 basic unit, the amount of CO2 generated to obtain the vehicle driving force by the motor generator MG2 can be calculated.

FIG. 13 is a flowchart of the charging process by the HV-ECU included in the electric vehicle 40B shown in FIG. The process shown in this flowchart is called and executed from the main routine at regular intervals or when a predetermined condition is satisfied.

With reference to FIG. 13 and FIG. 8 showing the configuration of the electric vehicle 40B, the HV-ECU140B of the electric vehicle 40B has the charging plug 170 connected to the outlet 32 of the charging station 30 based on the presence or absence of the voltage VC from the power sensor 134. Determine if it is connected (step S100). When the HV-ECU140B determines that the charging plug 170 is not connected to the outlet 32 (NO in step S100), the HV-ECU140B ends the process without performing the subsequent series of processes, and returns the process to the main routine.

When the HV-ECU140B determines that the charging plug 170 is connected to the outlet 32 (YES in step S100), it determines whether or not the start of charging from the charging station 30 is instructed (step S110). The start of charging is instructed by the user by, for example, a charging button. If the start of charging is not instructed (NO in step S110), the process is terminated without performing the subsequent series of processes, and the process is returned to the main routine.

When instructed to start charging from the charging station 30 (YES in step S110), the HV-ECU140B reads data on the amount of CO2 generated up to the previous run from the storage unit 144 before actually starting charging. , Transmission to the outside of the vehicle using the modem 130 via the power lines LC2 and LC3 that make up the charging cable (step S120). Here, the HV-ECU140B provides data on the amount of CO2 generated, including the total amount of CO2 generated during the previous trip, the amount of CO2 generated per mileage during the previous trip, and the cumulative amount of CO2 generated since the vehicle started to be used. And each data of the amount of CO2 generated per mileage from the time when the vehicle is started to be used is transmitted to the outside of the vehicle. The details of each of these data will be described later in the calculation process. Then, when each data is transmitted to the outside of the vehicle, the HV-ECU140B resets the total amount of CO2 generated during the previous trip and the corresponding amount of CO2 generated per mileage to 0 (step S130).

Next, the HV-ECU140B calculates the current storage amount of the power storage device B (step S140). Then, the HV-ECU140B calculates the amount of CO2 to be taken over by multiplying the value obtained by subtracting the power in the unused area (the power corresponding to the lower limit of use of the power storage device B) from the calculated amount of electricity stored by the current CO2 basic unit. (Step S150). After that, the HV-ECU140B stores the current amount of stored electricity and the amount of CO2 taken over in the storage unit 144 (step S160).

Next, the HV-ECU140B acquires the power information from the power information server 50A received by the modem 130 via the communication cable 132 (step S170). Then, the HV-ECU140B determines whether or not the CO2 emission amount included in the acquired power information is below a preset threshold value (step S180). When the HV-ECU140B determines that the CO2 emission is below the threshold value (YES in step S180), the HV-ECU140B powers a command to charge the power storage device B by inputting the commercial power supplied from the charging station 30. The output is output to the output device 110, and the charge control of the power storage device B is executed in the power output device 110 (step S190).

On the other hand, when the HV-ECU140B determines that the CO2 emission amount is equal to or higher than the threshold value (NO in step S180), the HV-ECU140B ends the process without outputting a command for executing charge control to the power output device 110. Processing is returned to the main routine.

While the charge control is being executed, the HV-ECU140B determines whether or not to end the charging of the power storage device B based on the charge state (SOC) of the power storage device B (step S200). When the HV-ECU140B determines that the charging of the power storage device B is to be continued (NO in step S200), the process returns to step S190 and the charging control is continued.

On the other hand, when the end of charging of the power storage device B is determined in step S200 (YES in step S200), the HV-ECU140B is externally charged based on the amount of charge from the charging station 30 and the power information acquired from the power information server 50A. Calculate the amount of CO2 (step S210). Then, the HV-ECU140B stores the charge amount from the charging station 30 and the external charge CO2 amount in the storage unit 144 (step S220).

FIG. 14 is a flowchart of the calculation process of the amount of CO2 generated by the HV-ECU included in the electric vehicle 40B shown in FIG. The process shown in this flowchart is also called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.

With reference to FIG. 14, the HV-ECU140B determines whether or not the signal IG indicating whether or not the electric vehicle 40B is started is in the ON state (step S300). When the HV-ECU140B determines that the signal IG is in the OFF state (NO in step S300), the HV-ECU140B returns the processing to the main routine without executing the subsequent series of processing.

When it is determined in step S300 that the signal IG is in the ON state (YES in step S300), the HV-ECU140B determines whether or not the engine 304 is operating (step S310). When the HV-ECU140B determines that the engine 304 is stopped (NO in step S310), the process shifts to step S350 described later.

If it is determined in step S310 that the engine 304 is operating (YES in step S310), the HV-ECU140B calculates the amount of CO2 generated by the engine (engine CO2 amount) based on the fuel consumption (step). S320). Then, the HV-ECU140B distributes the calculated engine CO2 amount to the vehicle drive portion and the power generation portion by the motor generator MG1 based on the power distribution ratio by the power distribution mechanism 303 (step S330). Further, the HV-ECU140B calculates the charge amount of the power storage device B generated by the power generation of the motor generator MG1 (step S340).

Next, the HV-ECU140B determines whether or not the electric vehicle 40B is undergoing regenerative braking (step S350). When the HV-ECU140B determines that regenerative braking is not in progress (NO in step S350), the process shifts to step S370. When it is determined in step S350 that regenerative braking is in progress (YES in step S350), the HV-ECU140B calculates the charge amount of the power storage device B by the regenerative power generation of the motor generator MG2 (step S360).

Next, the HV-ECU140B reads the charge amount and the takeover CO2 amount of the power storage device before charging from the charging station 30, the charge amount from the charging station 30, and the external charge CO2 amount from the storage unit 144, and the engine calculated above. Using the amount of CO2, the amount of charge generated by the motor generator MG1 and the amount of charge generated by the regenerative power generation of the motor generator MG2, the CO2 intensity of the power stored in the power storage device B is calculated by the above method (step S370). ).

Then, the HV-ECU140B calculates the amount of CO2 generated to obtain the vehicle driving force by the motor generator MG2 based on the power consumption of the motor generator MG2 and the above-calculated CO2 basic unit (step S380). Next, the HV-ECU140B calculates the total CO2 generation amount associated with the vehicle running by adding the vehicle drive amount of the engine CO2 amount and the CO2 amount calculated in step S380 (step S390).

Here, the HV-ECU140B calculates the following four data as the total amount of CO2 generated when the vehicle runs. That is, the HV-ECU140B calculates the total amount of CO2 generated from the start of this run to the present, and the cumulative amount of CO2 generated from the start of use of the vehicle to the present. The cumulative CO2 generation amount can be calculated by integrating the total CO2 generation amount for each trip. In addition, the HV-ECU140B divides the total amount of CO2 generated from the start of this run to the present by the mileage from the start of this run to the present, and the amount of CO2 generated per mileage and the cumulative amount of CO2 generated up to the present. Calculate the amount of CO2 generated per mileage divided by the cumulative mileage.

Then, the HV-ECU140B displays the calculated data of each CO2 generation amount on the display unit 142 (step S400).

FIG. 15 is a diagram showing an initial screen of the display unit 142 included in the electric vehicle 40B shown in FIG. With reference to FIG. 15, the display unit 142 is composed of, for example, a touch panel, and displays four areas in which the display of the above four types of CO2 generation amounts can be selected. Then, when the user touches the area 152, the display unit 142 displays the total amount of CO2 generated from the start of this run to the present. When the user touches the area 154, the display unit 142 displays the cumulative amount of CO2 generated from the start of use of the vehicle to the present. Furthermore, when the user touches the area 156, the display unit 142 divides the total amount of CO2 generated from the start of this run to the present by the mileage from the start of this run to the present, and calculates the amount of CO2 generated per mileage. indicate. Further, when the user touches the area 158, the display unit 142 displays the CO2 generation amount per mileage obtained by dividing the cumulative CO2 generation amount by the cumulative mileage up to the present.

With reference to FIG. 14 again, the HV-ECU140B stores the data on each CO2 generation amount calculated in step S390 and the CO2 basic unit calculated in step S370 in the storage unit 144 (step S410).

As described above, in the fourth embodiment, the amount of CO2 generated by the vehicle traveling is calculated, and when charging from the charging station 30, the calculated amount of CO2 generated is the power information via the charging cable 34. It is sent to the server 50A and the terminal device 70 at home. Therefore, according to the fourth embodiment, the total amount of CO2 generated by the vehicle running can be managed by a server outside the vehicle, the terminal device 70 at home, or the like, and the total amount of CO2 generated by the vehicle running can be managed on the Internet. It is possible to collect it on the upper server (for example, power information server 50A) and compete with others (cars). As a result, it can be expected that users' awareness of environmental conservation will be further improved. Further, it is not necessary to separately provide a communication medium for transmitting the calculated CO2 generation amount to the outside of the vehicle. Further, since the calculated CO2 generation amount is displayed on the display unit 142, it is possible to arouse the user to operate with the CO2 generation amount suppressed.

In each of the above embodiments, the electric power information includes the CO2 emission amount itself, but it may be information on the carbon dioxide amount instead of the CO2 emission amount itself. For example, as shown in FIG. 7, it may be information on the ratio of each power generation method to commercial power. Then, on the electric vehicle side, the total CO2 emission amount may be calculated by multiplying the ratio of each power generation method by the CO2 emission amount per unit electric power of the corresponding power generation method.

Further, as described above, since a particularly large amount of carbon dioxide is generated in thermal power generation that generates electric power by burning oil or gas, the ratio of the amount of power generated by thermal power generation to commercial electric power is set in advance. Commercial power may be input to charge the power storage device B only when the threshold value is below the threshold value.

Further, in each of the above embodiments, the electric vehicle receives the electric power information via the transmission line 20, but the communication medium of the electric power information is not limited to the transmission line 20, for example. A wireless LAN or the like may be used. In addition, the electric vehicle may have electric power information that fluctuates depending on the season or the time zone of the day as a map for each season or time zone, and the map may be downloaded from an electric power company or the like at an appropriate timing.

Further, in each of the above embodiments, the HV-ECU of the electric vehicle determines whether or not charging is possible from commercial power, but the charging station 30 may determine whether or not charging is possible. That is, the charging station 30 receives the electric power information by a modem or the like, and if the CO2 emission is below the threshold value, the charging station 30 outputs the commercial electric power to the electric vehicle, and responds to the input of the commercial electric power. Charging control may be performed in the electric vehicle. Further, the charging station 30 may have power information as a map for each season or time zone.

Further, in the above, the electric vehicle is a so-called series / parallel type hybrid vehicle in which the power of the engine 304 is distributed to the motor generator MG1 and the wheels 302 by using the power distribution mechanism 303, but the power of the engine 304 is used. The present invention is also applicable to a so-called series-type hybrid vehicle, which is used only for power generation by the motor generator MG1 and generates a driving force of a vehicle by using only the motor generator MG2.

Further, in the above, it is assumed that the neutral points N1 and N2 of the motor generators MG1 and MG2 are supplied with commercial power from the charging station 30 and the power storage device B is charged by using the motor generators MG1 and MG2 and the inverters 320 and 330. , A dedicated charging inverter for charging the power storage device B from the charging station 30 may be separately provided. However, according to each of the above-described embodiments, it is not necessary to separately provide a charging dedicated inverter, so that cost reduction and vehicle weight reduction can be achieved.

Further, in the above, the electric vehicle is a hybrid vehicle whose power source is a motor generator and an engine, but the scope of application of the present invention is not limited to such a hybrid vehicle and is not equipped with an engine. It also includes electric vehicles and fuel cell vehicles equipped with fuel cells and power storage devices that can be charged using commercial power.

Further, in the above, the display unit 142 is provided in the electric vehicle, but may be provided in the charging station 30 or the terminal device 70 at home. In this case, the CO2 emission amount included in the power information from the power information server may be displayed by receiving the power information from the power information server at the charging station 30 or the terminal device 70, and the total CO2 in the second embodiment may be displayed. Each data of the emission amount and the CO2 generation amount in the fourth embodiment is transmitted from the HV-ECU to the charging station 30 or the terminal device 70 via the power lines LC4, LC5 and the power lines LC2, LC3 by using the modem 130. Just do it. Further, display units may be provided at various locations in the electric vehicle, the charging station 30, and the terminal device 70.

Further, in the above, the power source for charging the power storage device B of the electric vehicle from the charging station 30 is the system power source transmitted from the transmission line 20, but the stationary fuel cell or the solar cell installed in the house is used. Etc. may be included. Then, if the amount of CO2 emitted during power generation of each power source is transmitted as power information from the terminal device 70 in the home to the electric vehicle via the charging cable 34, the amount of externally charged CO2 described in the fourth embodiment is calculated. can do.

In the above, the power input lines ACL1 and ACL2 and the charging plug 170 form the "power input unit" in the present invention, and the motor generators MG1 and MG2, the inverters 320, 330, the boost converter 310 and the control device 340 of the power output device 110. Form the "voltage converter" in the present invention. Further, the HV-ECU140,140A, 140B corresponds to the "control unit" in the present invention, and the modem 130 corresponds to the "receiver" and the "communication device" in the present invention. Further, the motor generator MG1 corresponds to the "electric motor" in the present invention, and the engine 304 corresponds to the "internal combustion engine" in the present invention.

The charging plug 170, the power input lines ACL1 and ACL2, the motor generators MG1 and MG2 included in the power output device 110, the inverter 320,330, the boost converter 310 and the control device 340, and the HV-ECU140,140A, 140B are in the present invention. Form a "charging device".

The embodiments disclosed this time should be considered to be exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the description of the embodiment described above, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

<figref num="1">It is the schematic of the electric power system including the electric vehicle according to Embodiment 1 of this invention.</figref><figref num="2">It is the whole block diagram of the electric vehicle shown in FIG.</figref><figref num="3">It is a flowchart of the process relating to the determination of whether or not charge control is possible by the HV-ECU shown in FIG.</figref><figref num="4">It is a functional block diagram of the power output device shown in FIG.</figref><figref num="5">It is a figure which showed the zero-phase equivalent circuit of the inverter and the motor generator shown in FIG.</figref><figref num="6">It is a functional block diagram of the power information server shown in FIG.</figref><figref num="7">It is a figure which showed the ratio of each power generation method to commercial power.</figref><figref num="8">It is an overall block diagram of the electric vehicle according to Embodiment 2 of this invention.</figref><figref num="9">It is a figure which showed an example of the display state of the total CO2 emission amount displayed on the display part.</figref><figref num="10">It is a flowchart of the process regarding the determination of whether or not charge control is possible by the HV-ECU in the third embodiment.</figref><figref num="11">It is the schematic of the information system including the electric vehicle according to Embodiment 4.</figref><figref num="12">It is a figure which showed the electric power stored in the power storage device for each source.</figref><figref num="13">It is a flowchart of the charging process by the HV-ECU included in the electric vehicle shown in FIG.</figref><figref num="14">It is a flowchart of the calculation process of the amount of CO2 generated by the HV-ECU included in the electric vehicle shown in FIG.</figref><figref num="15">It is a figure which showed the initial screen of the display part included in the electric vehicle shown in FIG.</figref>

Code description

1 power system, 5 information system, 10A, 10B power plant, 20 transmission line, 30 charging station, 34 charging cable, 40,40A, 40B electric vehicle, 50,50A power information server, 70,74 terminal equipment, 72 network, 110 power output device, 120 relay circuit, 122 electromagnetic coil, 124,126 switch, 130 modem, 132 communication cable, 134 voltage sensor, 140,140A, 140B HV-ECU, 142 display, 144 storage, 152,154,156,158 area, 170 charging plug, 302 wheels, 303 power distribution mechanism, 304 engine, 310 boost converter, 320,330 inverter, 320A, 330A upper arm, 320B, 330B lower arm, 340 controller, 402 power generation status management unit, 404 power information generator, 406 output unit, ACL1, ACL2 power input line, LC1 to LC5, LH1, LH2 power line, B power storage device, C1, C2 capacitor, PL1, PL2 positive line, NL1, NL2 Negative electrode line, UL1, UL2 U phase line, VL1, VL2 V phase line, WL1, WL2 W phase line, MG1, MG2 motor generator, N1, N2 neutral point.