JP7615907B2 - Hybrid Vehicles - Google Patents

Description

The present invention relates to a hybrid vehicle, and more specifically, to a hybrid vehicle that generates a driving assistance plan for a driving route and drives the vehicle.

Conventionally, for this type of hybrid vehicle, a driving plan has been proposed in which the driving sections of a driving route are arranged in order of EV suitability, which indicates the degree to which the section is suitable for the set EV driving mode, and, for the same EV suitability, the driving sections are arranged in order of lowest energy consumption, the energy consumption is accumulated in that order, and the driving sections up to the point where the accumulated energy consumption exceeds the remaining battery charge are set as EV sections, and the remaining driving sections are set as HV sections (see, for example, Patent Document 1). In this hybrid vehicle, the suitability of the driving plan is improved by the above-mentioned method.

JP 2014-162261 A

However, in the above-mentioned hybrid vehicle, if there is a driving section where the consumed energy is negative, when the consumed energy of the driving sections is accumulated in the driving order, the accumulated consumed energy may exceed the remaining battery charge in a driving section before the driving section set as the last EV section on the driving route. In this case, it will no longer be possible to drive in the driving mode according to the driving plan.

The primary objective of the hybrid vehicle of the present invention is to generate a more appropriate driving assistance plan.

The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main objective.

The hybrid vehicle of the present invention is
A hybrid vehicle comprising: an engine; a motor; a battery; a navigation system that provides route guidance for a driving route from a current location to a destination; and a control device that generates a driving assistance plan that assigns one of a CD mode and a CS mode to each driving section of the driving route based on a remaining energy of the battery and a section consumption energy consumed for traveling each driving section, and that executes driving assistance control for driving according to the driving assistance plan,
The control device includes:
a basic planning method for generating a driving support plan by arranging driving sections in the driving route in order of smallest section energy consumption, integrating the section energy consumptions in the order, calculating a first integrated energy consumption, and allocating a CD mode to the driving sections until the first integrated energy consumption exceeds a remaining energy of the battery and allocating a CS mode to the remaining driving sections;
a second accumulated consumed energy is calculated by accumulating section consumed energy from the current location along the travel route in the order of the travel route, and when the second accumulated consumed energy exceeds the remaining energy of the battery in a travel section prior to the last travel section assigned to the CD mode, the travel section is assigned to the CS mode, and a revised planning method is executed to generate a travel support plan from the travel completion point of the travel section to the destination by applying the basic planning method to the remaining energy of the battery at the time of completion of travel in the travel section by using the travel completion point of the travel section as the current location.
It is characterized by:

In the hybrid vehicle of the present invention, first, a driving support plan is generated by executing a basic planning method. That is, the driving sections on the driving route are arranged in ascending order of section energy consumption, and the section energy consumptions are accumulated in that order to calculate a first accumulated energy consumption. The driving support plan is generated by assigning the CD mode to the driving sections until the first accumulated energy consumption exceeds the remaining energy of the battery and assigning the CS mode to the remaining driving sections. Next, a correction planning method is executed to correct the driving support plan. That is, for the driving support plan, the section energy consumptions are accumulated from the current position in the order of the driving route to calculate a second accumulated energy consumption. When the second accumulated energy consumption exceeds the remaining energy of the battery in a driving section before the last driving section assigned to the CD mode, the driving section is assigned to the CS mode, and the basic planning method is applied to the remaining energy of the battery at the time of completion of the driving section by using the driving completion point of the driving section as the current position to generate a driving support plan from the driving completion point of the driving section to the destination. In the correction planning method, a driving support plan is generated from the driving end point (end point) of the driving section (the driving section) where the second accumulated consumption energy exceeds the remaining energy of the battery to the destination, but since a driving mode is assigned to each driving section up to the driving section, the driving support plan as a whole is corrected. This makes it possible to suppress the inconvenience of being unable to drive in the driving mode according to the driving support plan because the first accumulated consumption energy exceeds the remaining energy of the battery in a driving section before the last driving section assigned to the CD mode. As a result, a more appropriate driving support plan can be generated. In addition, the determination of whether or not "the second accumulated consumption energy exceeds the remaining energy of the battery in a driving section before the last driving section assigned to the CD mode" can be performed by determining whether or not the driving section A and the driving section B do not match when the driving section where the second accumulated consumption energy exceeds the remaining energy of the battery is set as the driving section B and the last driving section assigned to the CD mode is set as the driving section A.

In the hybrid vehicle of the present invention, the control device may repeatedly execute the revised planning method for the driving support plan generated by the revised planning method until the second integrated energy consumption does not exceed the remaining energy of the battery in a driving section prior to the last driving section assigned to CD mode. In this way, a more appropriate driving support plan can be generated. In this case, the control device may set the driving support plan obtained by executing the revised planning method one step earlier as the driving support plan for execution when there is remaining energy in the battery when the destination is reached in the driving support plan obtained by repeatedly executing the revised planning method. In this way, the remaining energy of the battery can be more reliably consumed before the destination is reached.

1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, with a hybrid ECU 50 at the center as a block. 4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50. 13 is a flowchart illustrating an example of a basic plan process. 10 is an explanatory diagram illustrating a state in which an execution driving support plan is set by driving support control. FIG.

Next, a form for carrying out the present invention will be described using an embodiment. FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. As shown in the figure, the hybrid vehicle 20 of the embodiment has an engine EG and a motor MG as a power source. The hybrid vehicle 20 of the embodiment runs by switching between a CD mode (Charge Depleting mode) that prioritizes electric running so as to reduce the storage rate SOC of the battery 40, and a CS mode (Charge Sustaining mode) that uses both electric running and hybrid running so as to maintain the storage rate SOC of the battery 40 at a target rate. The electric running mode is a mode in which the vehicle runs only on the power from the motor MG with the engine EG stopped, and the hybrid running mode is a mode in which the engine EG is operated and the vehicle runs on the power from the engine EG and the power from the motor MG.

In addition to the power source, the hybrid vehicle 20 of the embodiment is equipped with an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board camera 24, a millimeter wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a mode change switch 36, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as the air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The onboard camera 24 is a camera that captures images of the vehicle's surroundings, such as a front camera that captures images in front of the vehicle and a rear camera that captures images behind the vehicle. The millimeter wave radar 26 detects the distance and relative speed between the vehicle and the vehicle in front, and the distance and relative speed between the vehicle and the vehicle in front.

The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the forward/rearward direction of the vehicle, or the acceleration in the left/right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position as the amount of depression of the brake pedal by the driver, etc. The mode change switch 36 is located near the steering wheel of the driver's seat, and is a switch for switching between CD mode and CS mode.

The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, the charge/discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the storage ratio SOC as the ratio of the remaining storage capacity to the total storage capacity based on the charge/discharge current, and calculates the maximum allowable output power (output limit Wout) that may be output from the battery 40 and the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the storage ratio SOC and the battery temperature. The battery 40 is configured as a chargeable and dischargeable secondary battery, and may be, for example, a lithium ion battery, a nickel metal hydride battery, or a lead storage battery.

The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioner ECU 42 is incorporated in an air conditioner that conditions the passenger compartment, and drives and controls the air conditioner compressor 44 in the air conditioner so that the temperature of the passenger compartment becomes a set temperature.

The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, an electric motor that also functions as a generator, such as a synchronous motor. The motor MG is connected to the battery 40 via an inverter (not shown), and can output driving force using the power supplied from the battery 40, and can charge the battery 40 with the generated power.

The hybrid ECU 50 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The hybrid ECU 50 sets the driving mode, and sets the target operating point (target rotation speed and target torque) of the engine EG and the torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output and input limitations from the battery actuator 38.

When the vehicle is traveling in electric mode, the hybrid ECU 50 sets the required driving force and power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG to output the required driving force and power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the vehicle is traveling in hybrid mode, the hybrid ECU 50 sets a target driving point for the engine EG and a torque command for the motor MG to output the required driving force and power to the vehicle, and transmits the target driving point and torque command to the accelerator actuator 60. When the brake pedal is depressed, the hybrid ECU 50 sets a required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for regeneration to control the motor MG regeneratively based on the required braking force and the vehicle speed, and sets a target braking force by the brake device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

The accelerator actuator 60 controls the operation of the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air volume control, fuel injection control, ignition control, intake valve opening and closing timing control, etc. so that the engine EG is operated at the target operating point (target rotation speed and target torque). The accelerator actuator 60 also performs switching control of the switching elements of the inverter for driving the motor MG so that the motor MG outputs a torque corresponding to the torque command.

The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64. The brake control device 64 is configured as, for example, a hydraulically driven friction brake.

The display device 66 is, for example, built into an installation panel in front of the driver's seat, and displays various information. The driving status indicator 67 has an EV indicator and an HV indicator (not shown), and when the vehicle is running on the motor, the EV indicator is turned on and the HV indicator is turned off, and when the vehicle is running on hybrid, the EV indicator is turned off and the HV indicator is turned on. The meter 68 is, for example, built into an installation panel in front of the driver's seat.

The DCM (Data Communication Module) 70 transmits information about the vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the vehicle information include the vehicle's position, vehicle speed, driving power, and driving mode. Examples of the road traffic information include information about current and future congestion, information about the current average vehicle speed and predicted future average vehicle speed in sections along the driving route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes).

The navigation system 80 is a system that guides the vehicle to a set destination, and includes a display unit 82 and a map information database 84. The navigation system 80 communicates with the traffic information management center 100 via a DCM (Data Communication Module) 70. When a destination is set, the navigation system 80 sets a route based on the destination information, current location information (current vehicle position) acquired by the GPS 22, and information stored in the map information database 84. The navigation system 80 then communicates with the traffic information management center 100 at predetermined time intervals (e.g., every 3 or 5 minutes) to acquire road traffic information, and provides route guidance based on the road traffic information.

When providing route guidance, the navigation system 80 generates look-ahead information such as information on each driving section within the driving route and information on driving load from the road traffic information obtained from the traffic information management center 100, as well as load information required for driving each driving section based on the vehicle's speed, the vehicle's driving power, and the vehicle's driving mode, and transmits this information to the hybrid ECU 50 each time it receives road traffic information from the traffic information management center 100 (or at predetermined intervals). When driving assistance control can be executed, the hybrid ECU 50 uses the look-ahead information received from the navigation system 80 to formulate a driving assistance plan for driving by assigning either CD mode or CS mode to the driving mode of each section of the route, and executes the driving assistance plan.

When the navigation system 80 obtains map update information contained in the map information from the traffic information management center 100, it displays a "Map update" item on the display unit 82 and makes an announcement such as "The map information update is ready. Please press the map update button." When the "Map update" item is operated in response to such a map update notification, the navigation system 80 communicates with the traffic information management center 100 via the DCM 70, obtains the map information related to the update, and stores it in the map information database 84. During this map update, it makes an announcement such as "Some functions will be stopped when updating the map information."

The navigation system 80 counts a survival counter Cnb, which is incremented by one every predetermined time to inform the hybrid ECU 50 and the like that the system is operating normally. The hybrid ECU 50 obtains the survival counter Cnb from the navigation system 80 at regular intervals and confirms that the navigation system 80 is operating normally. Meanwhile, the hybrid ECU 50 counts a survival counter Chv, which is incremented by one every predetermined time to inform the navigation system 80 and the like that the unit is operating normally. The navigation system 80 obtains the survival counter Chv from the hybrid ECU 50 at regular intervals and confirms that the hybrid ECU 50 is operating normally.

The operation of the hybrid vehicle 20 thus configured, particularly the operation when driving assistance control is being executed, will now be described. Figure 2 is a flowchart showing an example of driving assistance control executed by the hybrid ECU 50. This flowchart is executed when a destination is set, etc.

In the driving support control, first, it is determined whether or not the driving support control can be executed (step S100). As described above, the driving support control is a control in which, when a route from the current location to the destination is set by the navigation system 80, either the CD mode or the CS mode is assigned to the driving mode of each section of the route, and driving is performed. Therefore, when the destination is not set, the driving support control cannot be executed. In addition, when the navigation system 80 has an abnormality or the GPS 22 has an abnormality, the driving support control cannot be executed when route guidance cannot be performed satisfactorily. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and even when driving in the CD mode, there are cases where the engine EG is started frequently, and driving in the CD mode cannot be performed properly. In step S100, it is determined whether or not the driving support control can be executed due to these circumstances. When it is determined in step S100 that the driving support control cannot be executed, the system waits until the driving support control can be executed.

When it is determined in step S100 that driving assistance control can be executed, look-ahead information is acquired (step S110). As described above, the look-ahead information includes information on each driving section in the driving route from the road traffic information acquired from the traffic information management center 100, information on the driving load, and load information required to drive each driving section based on the vehicle's speed, the vehicle's driving power, and the driving mode of the vehicle. Then, the energy consumption E(n) of each driving section of the driving route from the current location to the control end section (destination) is calculated (step S120). The energy consumption E(n) of each driving section can be determined based on criteria such as whether the driving section is in an urban area, suburban area, or mountainous area.

Next, the basic planning process is executed to generate a driving support plan (step S130). A flowchart of an example of the basic planning process is shown in FIG. 3. In the basic planning process, first, the total energy Esum is calculated as the sum of the energy consumption E(n) of each driving section (step S300), and it is determined whether the energy Esum is equal to or less than the remaining charge of the battery 40 (step S310). When it is determined that the total energy Esum is equal to or less than the remaining charge of the battery 40, the CD mode is assigned to all driving sections (step S320). When it is determined that the total energy Esum is greater than the remaining charge of the battery 40, the driving sections are rearranged in order of decreasing driving power (step S330), and the driving sections are assigned to the CD mode in order of decreasing driving power until the sum of the energy consumption En of the assigned driving sections exceeds the remaining charge of the battery 40, and the remaining driving sections are assigned to the CS mode (step S340). In this way, the driving support plan is created by assigning the CD mode and the CS mode to all driving sections.

When the basic planning process is executed in this way, the last driving section assigned to the CD mode in the order of the driving route is extracted as the driving section A (step S140), and the driving period in which the accumulated consumed energy ΣE(n) obtained by accumulating the consumed energy E(n) in the order of the driving route exceeds the remaining charge of the battery 40 is extracted as the driving section B (step S150), and it is determined whether the driving section A and the driving section B match or whether the driving section B has not been extracted (step S160). In other words, the determination of whether the driving section A and the driving section B match is a determination of whether the accumulated consumed energy ΣE(n) obtained by accumulating the consumed energy E(n) from the current location in the order of the driving route exceeds the remaining charge of the battery 40 in the driving section B before the last driving section A assigned to the CD mode by the basic planning process. Note that this determination is based on the premise that the driving section B has been extracted. The determination of whether or not the travel section B has been extracted is made by determining whether or not there is a travel period in which the accumulated energy consumption ΣE(n), obtained by accumulating the energy consumption E(n) in the order of the travel route, exceeds the remaining charge of the battery 40.

When it is determined in step S160 that the driving section A and the driving section B do not match, the CS mode is assigned to the driving section B (step S170), the driving completion point (end point) of the driving section B is set as the current location, and the basic plan processing of FIG. 3 is executed using the remaining charge of the battery 40 at the driving completion point (end point) of the driving section B (step S180), and the process returns to step S140. The driving support plan generated in step S180 assigns a driving mode to each driving section up to the destination with the end point of the driving section B as the current location, and since a driving mode has already been assigned from the current location to the driving section B, the driving support plan assigns a driving mode to each driving section from the current location to the destination. The processing of steps S140 to S180 is repeatedly executed until it is determined in step S160 that the driving section A and the driving section B match or that the driving section B has not been extracted.

When it is determined in step S160 that the driving section A and the driving section B match, or when it is determined that the driving section B has not been extracted, it is determined whether or not there is any charge remaining in the battery 40 in the final driving section (destination) (step S190). When it is determined that there is no charge remaining in the battery 40 in the final driving section (destination), the driving support plan at that time (the driving support plan last generated) is set as the driving support plan for execution (step S190), the driving mode is controlled according to the driving support plan for execution (step S220), and this control is terminated. On the other hand, when it is determined that there is a charge remaining in the battery 40 in the final driving section (destination), the driving support plan generated one step earlier is set as the driving support plan for execution (step S190), the driving mode is controlled according to the driving support plan for execution (step S220), and this control is terminated.

Figure 4 is an explanatory diagram for explaining the state when setting an execution driving support plan by the driving support control of Figure 2. In the figure, the first row is the driving section, and the second row is the energy consumption of each driving section. The upper row of the first loop of the plan shows the driving support plan when the basic plan processing is executed, that is, the remaining charge of the battery 40 when the consumed energy is added to the remaining charge of the battery 40 in the order of driving power of each driving section and the assigned driving mode and driving power. Note that the remaining charge of the battery 40 at the current location is set to 2.5. In this case, the last driving section assigned to the CD mode in the driving order is driving section 7, so driving section 7 is extracted as driving section A. The lower row of the first loop of the plan shows the remaining charge of the battery 40 when the consumed energy is added to the remaining charge of the battery 40 in the driving order. Since the accumulated energy consumption exceeds the remaining charge of the battery 40 in driving section 2, the remaining charge becomes -0.5, so it becomes necessary to drive in CS mode for driving section 3, and it can be seen that the driving support plan cannot be executed as planned. In this case, driving assistance control extracts driving section 2 as driving section B. Because driving section B (driving section 2) does not match driving section A (driving section 7), CS mode is assigned to driving section B (driving section 2). In CS mode, there is no charging or discharging from battery 40, so in driving section 2, the remaining charge of battery 40 remains at 0.5, the same as in driving section 1.

The upper part of the second loop of the plan shows the driving support plan when the CS mode is assigned to driving section 2, and the basic planning process is executed with driving section 2 as the end point and the current location with respect to the remaining charge of the battery 40 with driving section 2 as the end point. Even in the second loop of the plan, the last driving section assigned to the CD mode in the driving order is driving section 7, so driving section 7 is extracted as driving section A. The lower part of the second loop of the plan shows the remaining charge of the battery 40 when the consumed energy is added to the remaining charge of the battery 40 in the driving order. Since the accumulated consumed energy exceeds the remaining charge of the battery 40 in driving section 6, the remaining charge is -0.5, so driving section 6 is extracted as driving section B. In this case, driving section 7 needs to be driven in CS mode, so the driving support plan cannot be executed as planned. Since driving section B (driving section 6) does not match driving section A (driving section 7), CS mode is assigned to driving section B (driving section 6).

The upper part of the third loop of the plan shows the driving support plan when the CS mode is assigned to driving section 6, the end point of driving section 6 is the current location, and the basic plan processing is executed with the remaining charge of the battery 40 at the end point of driving section 6. In the third loop of the plan, since there is only driving section 7, driving section 7 is extracted as driving section A. The remaining charge of the battery 40 at driving section 7 is 0.5, which does not exceed the remaining charge of the battery 40, so driving section B is not extracted. Although driving section B is not extracted, since there is a remaining charge of the battery 40 at the final driving section (driving section 7), the driving support plan of the previous second loop of the plan is executed as the driving support plan for execution. In this case, the remaining charge of the battery 40 is -0.5 at driving section 6, and the final driving section 7 is treated as having no support plan, but most of the driving support plan can be driven as planned without leaving any remaining charge of the battery 40. This makes it possible to avoid the inconvenience of not being able to drive in the driving mode according to the driving support plan.

In the hybrid vehicle 20 of the embodiment described above, the driving sections on the driving route are arranged in ascending order of driving power, and the consumed energy E(n) is accumulated in that order to calculate the accumulated consumed energy ΣE(n). The CD mode is assigned to the driving sections until the accumulated consumed energy ΣE(n) exceeds the remaining charge of the battery 40, and the CS mode is assigned to the remaining driving sections to generate a driving support plan. Then, for the driving support plan generated by the basic planning process, the consumed energy E(n) is accumulated from the current location in the order of the driving route to calculate the accumulated consumed energy ΣE(n). When the driving section B where the accumulated consumed energy ΣE(n) exceeds the remaining charge of the battery 40 does not match the last driving section A assigned to the CD mode, the CS mode is assigned to the driving section B, and the basic planning method is applied to the remaining charge of the battery 40 at the time of completing the driving of the driving section B, using the driving completion point (end point) of the driving section B as the current location, to generate a driving support plan from the driving completion point of the driving section B to the destination. This makes it possible to avoid the inconvenience of being unable to drive in the driving mode according to the driving support plan. As a result, a more appropriate driving support plan can be generated.

In addition, until the travel section B in which the cumulative energy consumption ΣE(n) exceeds the remaining charge of the battery 40 matches the last travel section A assigned to the CD mode or the travel section B is no longer extracted, the CS mode is assigned to the travel section B, and the process of generating a travel support plan from the travel completion point of the travel section B to the destination is repeated by applying the basic planning method to the remaining charge of the battery 40 at the time of completing the travel of the travel section B using the travel completion point (end point) of the travel section B as the current location, so that the inconvenience of being unable to travel in the travel mode according to the travel support plan can be more effectively avoided. As a result, a more appropriate travel support plan can be generated. Furthermore, when there is a remaining charge of the battery 40 in the final travel section, the travel support plan generated in the previous loop is executed as the running support plan for execution. This makes it possible to prevent a situation in which there is a remaining charge of the battery 40 in the final travel section.

In the hybrid vehicle 20 of the embodiment, the navigation system 80 sets a driving route from the current location to the destination using the map information database 84 based on the current location information and the destination information, but the driving route from the current location to the destination may be set in cooperation with the traffic information management center 100. That is, the navigation system 80 may set a driving route by transmitting the current location information and the destination information to the traffic information management center 100 and receiving from the traffic information management center 100 the driving route set by the traffic information management center 100 based on the current location information and the destination information.

The following describes the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "battery", and the hybrid ECU 50 and the navigation system 80 correspond to the "control device".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the invention.

The present invention can be used in the hybrid vehicle manufacturing industry, etc.

20 Hybrid vehicle, 21 Ignition switch, 22 GPS, 24 Vehicle camera, 26 Millimeter wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 36 Mode change switch, 38 Battery actuator, 40 Battery, 42 Air conditioner electronic control unit (air conditioner ECU), 44 Air conditioner compressor, 50 Hybrid electronic control unit (hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 67 Driving status indicator, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, EG Engine, MG Motor.

Claims (1)

A hybrid vehicle comprising: an engine; a motor; a battery; a navigation system that provides route guidance for a driving route from a current location to a destination; and a control device that generates a driving assistance plan that assigns one of a CD mode and a CS mode to each driving section of the driving route based on a remaining energy of the battery and a section consumption energy consumed for traveling each driving section, and that executes driving assistance control for driving according to the driving assistance plan,
The control device includes:
a basic planning method for generating a driving support plan by arranging driving sections in the driving route in order of smallest section energy consumption, integrating the section energy consumptions in the order, calculating a first integrated energy consumption, and allocating a CD mode to the driving sections until the first integrated energy consumption exceeds a remaining energy of the battery and allocating a CS mode to the remaining driving sections;
a second accumulated consumed energy is calculated by accumulating section consumed energy from the current location along the travel route in the order of the travel route, and when the second accumulated consumed energy exceeds the remaining energy of the battery in a travel section prior to the last travel section assigned to the CD mode, the travel section is assigned to the CS mode, and a revised planning method is executed to generate a travel support plan from the travel completion point of the travel section to the destination by applying the basic planning method to the remaining energy of the battery at the time of completion of travel in the travel section by using the travel completion point of the travel section as the current location.
A hybrid vehicle characterized by

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