Travel assistance control device for a hybrid electric vehicle

Abstract

The present invention relates to a travel assistance control device for a hybrid electric vehicle. A travel assistance control device creates a travel assistance plan in which one of travel modes including a CD mode and a CS mode is assigned to each travel section based on look-ahead information generated for a travel route to allow a hybrid electric vehicle to travel, and calculates a total distance of electric travel on the travel route; creates a travel assistance plan for a travel section of a travel section immediately preceding an information unavailability area in which information required for creating the look-ahead information cannot be acquired, and calculates a total distance of electric travel on the travel route when the information unavailability area is included in the travel route; and stops switching of the travel mode based on the travel assistance control when the hybrid electric vehicle travels in the information unavailability area, and continuously calculates a total distance of electric travel on the travel route.

Description

TECHNICAL FIELD

[0001] The present application relates to a travel support control device for a hybrid electric vehicle, and more particularly, to a travel support control device for a hybrid electric vehicle that creates a travel support plan in which a travel mode is assigned to a travel route to allow a hybrid electric vehicle to travel. BACKGROUND

[0002] In the related art, as one type of travel support control device for a hybrid electric vehicle, a travel support control device is proposed that selects one of an electric vehicle travel mode (EV mode) and a hybrid vehicle travel mode (HV mode) for each route segment other than one or more route segments immediately before a destination in a travel route from a current position to the destination (see, for example, Japanese Unexamined Patent Application Publication No. 2014-151760 (JP 2014-151760 A)). With this device, by the above-described control, the operating cost of the hybrid electric vehicle as a whole can be further reduced. SUMMARY

[0003] However, for the above-described hybrid electric vehicle, when the travel route from the current position to the destination passes through countries, states, prefectures, and the like, and includes a country, state, prefecture, or the like in which information required for creating a travel support plan cannot be acquired, it is not possible to create a travel support plan that is appropriate overall, and it is difficult to cope with such a situation.

[0004] The present application provides a travel support control device for a hybrid electric vehicle that is able to cope with a situation in which a travel route includes an area in which information required for creating a travel support plan cannot be acquired by creating a more appropriate travel support plan.

[0005] The travel support control device for a hybrid electric vehicle according to the present application adopts the following configuration.

[0006] The travel support control device for a hybrid electric vehicle according to the present invention is a travel support control device for a hybrid electric vehicle including an engine, an electric motor, a battery, and a navigation system that performs route guidance of a travel route from a current position to a destination, the travel support control device performing travel support control in which a travel support plan in which one of travel modes including a CD mode and a CS mode is assigned to each travel section of the travel route is created based on look-ahead information generated for the travel route, and the hybrid electric vehicle is allowed to travel according to the travel support plan, and a total distance of electric travel on the travel route is calculated as one result of the travel support control, wherein the travel support control device is configured to create a travel support plan for a travel section of a travel section immediately preceding an information unavailability area in which information required for creating the look-ahead information cannot be acquired, and calculate the total distance of electric travel on the travel route when the information unavailability area is included in the travel route from the current position to the destination, and stop switching of the travel mode based on the travel support control when the hybrid electric vehicle travels in the information unavailability area, and continue calculating the total distance of electric travel on the travel route.

[0007] The travel support control device for a hybrid electric vehicle according to the present invention performs travel support control in which a travel support plan in which one of travel modes including a CD mode and a CS mode is assigned to each travel section of a travel route is created based on look-ahead information generated for the travel route, and the hybrid electric vehicle is allowed to travel according to the travel support plan, and a total distance of electric travel on the travel route is calculated as one result of the travel support control. Then, the travel support control device creates a travel support plan for a travel section of a travel section immediately preceding an information unavailability area in which information required for creating the look-ahead information cannot be acquired, and calculates the total distance of electric travel on the travel route when the information unavailability area is included in the travel route from the current position to the destination, and stops switching of the travel mode based on the travel support control when the hybrid electric vehicle travels in the information unavailability area, and continues calculating the total distance of electric travel on the travel route. Therefore, even when an area in which information required for creating a travel support plan cannot be acquired is included in the travel route, a more appropriate travel support plan can be created and such a situation can be dealt with. An information availability area in which information required for creating look-ahead information can be acquired or an information unavailability area is generally determined according to a country, a state, a province, or the like.

[0008] The travel support control device for a hybrid electric vehicle according to the present application can create a travel support plan for travel sections from a travel section outside the information unobtainable area to the destination when currently positioned in the information unobtainable area. With this configuration, a more appropriate travel support plan can be created for the travel sections from the travel section immediately after the information unobtainable area to the destination.

[0009] The travel support control device for a hybrid electric vehicle according to the present application can not execute travel support control when currently positioned in the information unobtainable area until the hybrid electric vehicle is outside the information unobtainable area. With this configuration, execution of unnecessary travel support control can be suppressed.

[0010] The travel support control device for a hybrid electric vehicle according to the present application can create a travel support plan for travel sections from the current position to a travel section immediately before the information unobtainable area when the destination is in the information unobtainable area. With this configuration, a more appropriate travel support plan can be created for the travel sections from the current position to the travel section immediately before the information unobtainable area.

[0011] The travel support control device for a hybrid electric vehicle according to the present application can create a travel support plan for travel sections from a travel section outside the information unobtainable area to the destination when the hybrid electric vehicle travels from inside the information unobtainable area to outside the information unobtainable area. With this configuration, an appropriate travel support plan can be created after the hybrid electric vehicle has returned from inside the information unobtainable area to outside the information unobtainable area.

[0012] The travel support control device for a hybrid electric vehicle according to the present application can stop switching of the travel mode based on the travel support control and continue to calculate the total distance of electric travel on the travel route when the hybrid electric vehicle reaches the information unobtainable area while the travel support control is being executed. With this configuration, the total distance of electric travel on the entire travel route can be calculated.

[0013] The travel support control device for a hybrid electric vehicle according to the present application can notify the total distance of electric travel on the travel route when the hybrid electric vehicle reaches the destination. That is, the total distance of electric travel on the travel route is notified regardless of whether the destination is inside or outside the information unobtainable area. With this configuration, the total distance of electric travel on the travel route can be notified to the driver or the like as a result of the travel support control regardless of whether the hybrid electric vehicle is traveling in the information unobtainable area or not and regardless of whether the destination is inside the information unobtainable area or not.

[0014] The travel support control device for a hybrid electric vehicle according to the present application can allow the hybrid electric vehicle to travel while switching between electric travel and hybrid travel based on the accelerator operation amount, the vehicle speed, or the state of charge of the battery when the hybrid electric vehicle travels in an information-unavailable area. The hybrid electric vehicle can be allowed to travel in the CD mode in the information-unavailable area until the state of charge of the battery reaches a threshold value, and can be allowed to travel thereafter in the CS mode. Alternatively, the hybrid electric vehicle can be allowed to travel in the CS mode in the information-unavailable area. BRIEF DESCRIPTION OF DRAWINGS

[0015] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, in which like signs denote like elements, and wherein:

[0016] Figure 1 is a block diagram showing a configuration example of a travel support control device for a hybrid electric vehicle 20 according to an embodiment of the present application, in which a hybrid ECU 50 serves as a central block;

[0017] Figure 2 is a flowchart showing an example of travel support control executed by the hybrid ECU 50; and

[0018] Figure 3 is a flowchart showing an example of a travel support plan creation process executed by the hybrid ECU 50. DETAILED DESCRIPTION

[0019] Hereinafter, modes for carrying out the present application will be described with reference to embodiments. Figure 1 is a block diagram showing a configuration example of a travel support control device for a hybrid electric vehicle 20 according to an embodiment of the present application, in which a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50 serves as a central block. The electronic control unit 50 corresponds to the travel support control device. As shown in the figure, the hybrid electric vehicle 20 according to the embodiment includes an engine EG and an electric motor MG as power sources. The hybrid electric vehicle 20 according to the embodiment switches the travel mode between a charge depletion mode (CD mode) in which electric travel is prioritized so that the state of charge SOC of the battery 40 decreases, and a charge sustaining mode (CS mode) in which electric travel and hybrid travel are used together so that the state of charge SOC of the battery 40 is maintained at a target value, while traveling. Electric travel is a mode in which the hybrid electric vehicle travels using only power from the electric motor MG in a state in which operation of the engine EG has stopped, and hybrid travel is a mode in which the engine EG operates and the hybrid electric vehicle travels using power from the engine EG and power from the electric motor MG.

[0020] In addition to the power source, the hybrid electric vehicle 20 according to the embodiment includes an ignition switch 21, a global positioning system (global positioning satellite) (GPS) unit 22, a vehicle-mounted 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 switch 36, a battery actuator 38, a battery 40, an air conditioning electronic control unit (hereinafter referred to as an air conditioning ECU) 42, an air conditioning compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a running state indicator 67, an instrument 68, a data communication module (DCM) 70, and a navigation system 80.

[0021] The GPS unit 22 is a device that detects the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The vehicle-mounted camera 24 is a camera that images the surroundings of the vehicle, and corresponds to, for example, a front view camera that images the front view of the vehicle or a rear view camera that images the rear view of the vehicle. The millimeter wave radar 26 detects the inter-vehicle distance or relative speed between the host vehicle and a preceding vehicle, or detects the inter-vehicle distance or relative speed between the host vehicle and a following vehicle.

[0022] The acceleration sensor 28 is, for example, a sensor that detects acceleration in the longitudinal direction of the vehicle or detects acceleration in the right-left direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed or the like. The accelerator sensor 32 detects the accelerator operation amount or the like corresponding to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position or the like as the amount of depression of the brake pedal by the driver. The mode switch 36 is a switch provided in the vicinity of the steering wheel in the driver's seat and switches between the CD mode and the CS mode.

[0023] The battery actuator 38 detects conditions such as the inter-terminal voltage of the battery 40, the charge / discharge current, and the battery temperature, and manages the battery 40 based on the detected results. The battery actuator 38 calculates the state of charge SOC as the ratio of the remaining storage capacity to the full storage capacity based on the charge / discharge current, or calculates the allowable maximum output electric power (output limit Wout) that can be output from the battery 40 or the allowable maximum input electric power (input limit Win) that can be input to the battery 40 based on the state of charge SOC, the battery temperature, or the like. The battery 40 is configured as a secondary battery that can be charged, and for example, a lithium ion battery, a nickel-hydrogen battery, or a lead storage battery can be used.

[0024] The air conditioning ECU 42 is configured as a microcomputer including a CPU as a main component, and includes a ROM, a RAM, a flash memory, an input port, an output port, and a communication port in addition to the CPU. The air conditioning ECU 42 is assembled into an air conditioner that adjusts air in a vehicle cabin and controls driving of an air conditioning compressor 44 in the air conditioner so that a temperature of the vehicle cabin reaches a set temperature.

[0025] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, a motor that also functions as a generator, such as a synchronous generator motor. The motor MG is connected to the battery 40 via an inverter that is not shown, and can output driving force using electric power supplied from the battery 40 or charge the battery 40 with electric power generated therein.

[0026] The hybrid ECU 50 is configured as a microcomputer including a CPU as a main component, and includes a ROM, a RAM, a flash memory, an input port, an output port, and a communication port in addition to the CPU. The hybrid ECU 50 sets a travel mode or sets a target operation point (target rotational speed or target torque) of the engine EG or a torque command for the motor MG based on the set travel mode, an accelerator operation amount from the accelerator sensor 32, a brake position from the brake sensor 34, and an output limit and an input limit from the battery actuator 38. The hybrid ECU 50 is started up in the ready-on state, not in the accessory-on state.

[0027] In electric traveling, the hybrid ECU 50 sets a required driving force or a required power based on an accelerator operation amount from the accelerator sensor 32 or a vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG so that the required driving force or the required power is output to the vehicle, and transmits the set torque command to the accelerator actuator 60. In hybrid traveling, the hybrid ECU 50 sets a target operation point of the engine EG and a torque command of the motor MG so that a required driving force or a required power is output to the vehicle, and transmits the target operation point and the torque command to the accelerator actuator 60. When the brake pedal is depressed, the hybrid ECU 50 sets a required braking force based on a brake position from the brake sensor 34 or a vehicle speed from the vehicle speed sensor 30, sets a regeneration torque command for controlling regeneration of the motor MG based on the required braking force or the vehicle speed, sets a target braking force from a brake device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0028] The accelerator actuator 60 controls the drive of the engine EG or the motor MG based on a target operating point or a torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, and the like, so that the engine EG operates at the target operating point (target rotation speed or target torque). The accelerator actuator 60 controls the switching of switching elements of an inverter for driving the motor MG, so that a torque corresponding to the torque command is output from the motor MG.

[0029] The brake actuator 62 controls the brake device 64 so that a target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64. The brake device 64 is configured as, for example, a hydraulic friction brake.

[0030] The display device 66 is assembled into, for example, an instrument panel in front of a driver's seat, and displays various types of information. The running state indicator 67 includes an EV indicator and an HV indicator, which are not shown, the EV indicator being turned on and the HV indicator being turned off in electric vehicle running, and the EV indicator being turned off and the HV indicator being turned on in hybrid vehicle running. The meter 68 is assembled into, for example, an instrument panel in front of a driver's seat.

[0031] The DCM 70 transmits information of the host vehicle to the traffic information management center 100, or receives road traffic information from the traffic information management center 100. Examples of the information of the host vehicle include the position, the vehicle speed, the running power, and the running mode of the host vehicle. Examples of the road traffic information include information on current or future congestion, information on a prediction value of a current average vehicle speed or a future average vehicle speed in a section of a running route, information on traffic regulations, information on weather, information on road surface conditions, and information on a map. The DCM 70 communicates with the traffic information management center 100 at intervals of a predetermined time (for example, at intervals of 30 seconds, 1 minute, or 2 minutes).

[0032] The navigation system 80 is a system that guides the host 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 the DCM 70. When the destination is set, the navigation system 80 sets a route based on information of the destination, information of a current position (current position of the host vehicle) acquired by the GPS unit 22, and map information stored in the map information database 84. The navigation system 80 acquires road traffic information by communicating with the traffic information management center 100 at intervals of a predetermined time (for example, at intervals of 3 minutes or 5 minutes), and performs route guidance based on the road traffic information.

[0033] In the route guidance, whenever the road traffic information is acquired from the traffic information management center 100 (or at intervals of a predetermined time), the navigation system 80 generates, as the foresight information, the load information required for traveling in each travel section, etc., based on the information of each travel section in the road traffic information acquired from the traffic information management center 100 or the information of the travel load in the travel route, the vehicle speed of the host vehicle, the travel power of the host vehicle, the travel mode of the host vehicle, etc., and transmits the generated foresight information to the hybrid ECU 50. The foresight information includes the information of the host vehicle such as the position, the vehicle speed, the travel power, and the travel mode of the host vehicle, the information on the current or future congestion, the information on the predicted value of the current average vehicle speed or the future average vehicle speed in the section of the travel route, the information on the traffic regulations, the information on the weather, the information on the road surface conditions, and the information on the map.

[0034] The operation of the hybrid electric vehicle 20 having the above-described configuration will be described below. Figure 2 is a flowchart illustrating an example of travel support control performed by the hybrid ECU 50. The flowchart is executed after the ignition switch 21 has been turned on.

[0035] In the travel support control, first, it is determined whether the travel support control is executable (step S100). Since the travel support control is control in which one of the CD mode and the CS mode is assigned as the travel mode of each section of the route and the host vehicle is allowed to travel when the route from the current position to the destination is set by the navigation system 80 as above, the travel support control is not executable when the destination is not set. When the route guidance cannot be executed well, such as when an abnormality occurs in the navigation system 80 or when an abnormality occurs in the GPS unit 22, the travel support control cannot be executed. When the battery temperature is low, the output limit Wout which is the allowable maximum output power that can be output from the battery 40 is reduced, the engine EG can frequently be started even when the host vehicle travels in the CD mode, and the host vehicle can not be able to properly travel in the CD mode. In step S100, it is determined whether the travel support control is executable due to such a situation. When it is determined in step S100 that the travel support control is not executable, the routine waits until the travel support control becomes executable.

[0036] When it is determined in step S100 that the travel support control is executable, it is determined whether an information unavailability region in which information necessary for generating the look-ahead information cannot be acquired is included in the travel route from the current position to the destination (step S110). The information unavailability region can be determined by a country, a state, a prefecture, or the like, for example. When it is determined that the information unavailability region is not included in the travel route, it is determined whether the look-ahead information transmitted from the navigation system 80 has been updated (step S170). When the process of step S170 is performed for the first time after the travel support control has been executed, the look-ahead information has not been updated, but the update of the look-ahead information is considered to be performed in accordance with the necessity for creating the travel support plan. When it is determined that the look-ahead information has been updated, the look-ahead information is acquired (step S180), and the travel support plan creation process is executed to create the travel support plan (step S190). Figure 3 An example of the travel support plan creation process is shown.

[0037] In Figure 3 In the travel support plan creation process shown, first, the energy consumption E(n) in each travel section of the travel route from the current position to the control end section (destination) is calculated, and the total energy Esum as a sum thereof is calculated (step S400). The energy consumption E(n) in each travel section can be determined based on criteria such as whether the travel section is an urban section, a suburban section, or a mountain section. Then, the air conditioner energy consumption Eac is calculated (step S410). In this embodiment, the air conditioner energy consumption Eac is calculated by multiplying the power consumption of the air conditioner at that time, a predetermined power consumption, the maximum power consumption of the air conditioner, or the like by a predetermined time (a time required for traveling 10 km or 15 km). Then, it is determined whether the sum of the total energy Esum and the air conditioner energy consumption Eac is greater than the remaining capacity of the battery 40 (step S420). The remaining capacity of the battery 40 can be calculated by multiplying the full capacity of the battery 40 by the state of charge SOC. When it is determined that the sum of the total energy Esum and the air conditioner energy consumption Eac is equal to or less than the remaining capacity of the battery 40, the CD mode is assigned to all the travel sections (step S430). When it is determined that the sum of the total energy Esum and the air conditioner energy consumption Eac is greater than the remaining capacity of the battery 40, the travel sections are arranged in ascending order of travel load (average load in the section) (step S440), and the CD mode is assigned to the travel sections until the sum of the energy consumptions En in the travel sections assigned in ascending order of the travel load becomes greater than the remaining capacity of the battery 40, and the CS mode is assigned to the remaining travel sections (step S450). That is, the CD mode and the CS mode are assigned to the travel route on the premise that the sum of the total energy Esum and the air conditioner energy consumption Eac is greater than the remaining capacity of the battery 40.

[0038] The following will be described Figure 2The travel support control shown is described. When the travel support plan is created in this way, the travel mode is controlled based on the travel support plan, and the result (control result) of the travel support control is accumulated (step S200). Examples of the control result include the travel distance or travel time of the electric travel and the travel distance or travel time of the hybrid travel in the travel support control. The accumulated control result is stored in a flash memory or the like not shown in the hybrid ECU 50.

[0039] Subsequently, it is determined whether the host vehicle has reached the destination (step S220), and when it is determined that the host vehicle has reached the destination, the control result is output as display (step S230). The display output of the control result is performed, for example, by displaying "electric travel XX km, hybrid travel YY km" on the display device 66 assembled in the dashboard in front of the driver's seat.

[0040] When it is determined in step S220 that the host vehicle has not reached the destination, or after the control result has been output as display as a result of the determination that the host vehicle has reached the destination, it is determined whether the travel support control end condition has been satisfied (step S240). Examples of the travel support control end condition include the condition that the host vehicle has reached the destination, the condition that the remaining capacity of the battery 40 has changed due to charging or the like, and the condition that the driver has performed an operation to end the travel support control, and the like. When it is determined that the travel support control end condition has not been satisfied, the routine returns to the process of determining whether the travel support control is executable in step S100. When it is determined that the travel support control end condition has been satisfied, the control result is cleared (step S250), and the travel support control ends. When the remaining capacity of the battery 40 changes due to charging or the like, the travel support control ends. When a new travel support control is started, the routine is executed again.

[0041] When it is determined in step S110 that the information-unavailable region is included in the travel route, it is determined whether the host vehicle is traveling in the information-unavailable region (step S120). When it is determined that the host vehicle is not traveling in the information-unavailable region, it is determined whether the host vehicle is traveling before the information-unavailable region (step S130), or whether the host vehicle is traveling after the information-unavailable region (step S150). When it is determined that the host vehicle is traveling before the information-unavailable region, the travel section immediately before the information-unavailable region is set as the control end section (step S140), and the processes of steps S170 to S200 and the processes of steps S220 to S250 are executed. On the other hand, when it is determined that the host vehicle is traveling after the information-unavailable region, the travel section with the destination as the end point is set as the control end section (step S160), and the processes of steps S170 to S200 and the processes of steps S220 to S250 are executed.

[0042] When it is determined in step S210 that the host vehicle is traveling in the information-unavailable region, the host vehicle is allowed to travel while switching between the electric travel and the hybrid travel on the basis of the accelerator operation amount, the vehicle speed, or the state of charge SOC of the battery 40, the result of the travel support control (control result) is accumulated (step S210), and the processes of step S220 and the subsequent steps are executed.

[0043] Now, assume that the current position is outside the information-unavailable region, and the destination is in the information-unavailable region. In this case, a travel support plan for traveling from the current position to the travel section immediately before the information-unavailable region is created, the host vehicle is allowed to travel while switching the travel mode on the basis of the created travel support plan, and the result of the travel support control (such as the total distance of the electric travel or the total distance of the hybrid travel) is calculated and stored. When the host vehicle reaches inside the information-unavailable region, the host vehicle is allowed to travel to the destination while switching between the electric travel and the hybrid travel on the basis of the accelerator operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output, for example, by displaying "electric travel XX km, hybrid travel YY km" on the display device 66.

[0044] Assume that the current position is in the information-unavailable area, and the destination is outside the information-unavailable area. In this case, when the host vehicle is traveling from the current position to the area outside the information-unavailable area, the host vehicle is allowed to travel while switching between electric traveling and hybrid traveling based on the acceleration operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control, such as the total distance of electric traveling or the total distance of hybrid traveling, is calculated and stored. When the host vehicle reaches outside the information-unavailable area, a travel support plan for a travel section from the position where the host vehicle is outside the information-unavailable area to the destination is created, the host vehicle is allowed to travel while switching the travel mode based on the created travel support plan, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output, for example, by displaying "electric traveling XX km, hybrid traveling YY km" on the display device 66.

[0045] Assume that there is an information-unavailable area on the way from the current position to the destination. In this case, since the current position is outside the information-unavailable area, a travel support plan for a travel section from the current position to immediately before the information-unavailable area is created, the travel mode is switched based on the created travel support plan, and the result of the travel support control, such as the total distance of electric traveling or the total distance of hybrid traveling, is calculated and stored. When the host vehicle reaches inside the information-unavailable area, the host vehicle is allowed to travel while switching between electric traveling and hybrid traveling based on the acceleration operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches outside the information-unavailable area, a travel support plan for a travel section from the position where the host vehicle is outside the information-unavailable area to the destination is created, the host vehicle is allowed to travel while switching the travel mode based on the created travel support plan, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output, for example, by displaying "electric traveling XX km, hybrid traveling YY km" on the display device 66.

[0046] With the travel support control apparatus for the hybrid electric vehicle 20 according to the foregoing embodiment, when the current position is outside the information-unavailable area and the destination is in the information-unavailable area, first, a travel support plan for a travel section from the current position to a travel section immediately before the information-unavailable area is created, the host vehicle is allowed to travel while switching the travel mode based on the created travel support plan, and a result of the travel support control, such as a total distance of the electric travel or a total distance of the hybrid travel, is calculated and stored. Subsequently, when the host vehicle reaches inside the information-unavailable area, the host vehicle is allowed to travel to the destination while switching between the electric travel and the hybrid travel based on the accelerator operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output by displaying the result of the travel support control on the display apparatus 66. Thus, a more appropriate travel support plan for a travel section from the current position to a travel section immediately before the information-unavailable area can be created.

[0047] With the travel support control apparatus for the hybrid electric vehicle 20 according to the foregoing embodiment, when the current position is outside the information-unavailable area and the destination is in the information-unavailable area, first, a travel support plan for a travel section from the current position to a travel section immediately before the information-unavailable area is created, the host vehicle is allowed to travel while switching the travel mode based on the created travel support plan, and a result of the travel support control, such as a total distance of the electric travel or a total distance of the hybrid travel, is calculated and stored. Subsequently, when the host vehicle reaches inside the information-unavailable area, the host vehicle is allowed to travel to the destination while switching between the electric travel and the hybrid travel based on the accelerator operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output by displaying the result of the travel support control on the display apparatus 66. Thus, a more appropriate travel support plan for a travel section from the current position to a travel section immediately before the information-unavailable area can be created.

[0048] With the travel support control apparatus for the hybrid electric vehicle 20 according to this embodiment, when an information-unavailable region exists on a route from the current position to the destination, first, a travel support plan for a travel section from the current position to a travel section immediately preceding the information-unavailable region is created, the travel mode is switched based on the created travel support plan, and a result of the travel support control, such as the total distance of the electric travel or the total distance of the hybrid travel, is calculated and stored. Subsequently, when the host vehicle travels in the information-unavailable region, the host vehicle is allowed to travel while switching between the electric travel and the hybrid travel based on the acceleration operation amount, the vehicle speed, and the state of charge SOC of the battery 40, and the result of the travel support control is continuously calculated and stored. Then, when the host vehicle reaches outside the information-unavailable region, a travel support plan for a travel section from the position of the host vehicle outside the information-unavailable region to the destination is created, the host vehicle is allowed to travel while switching the travel mode based on the created travel support plan, and the result of the travel support control is continuously calculated and stored. When the host vehicle reaches the destination, the result of the travel support control is output by displaying the result of the travel support control on the display apparatus 66. Thus, a more appropriate travel support plan for a travel section in a region other than the information-unavailable region in the travel route from the current position to the destination can be created.

[0049] With the travel support control apparatus for the hybrid electric vehicle 20 according to this embodiment, even when a region in which information required for creating a travel support plan cannot be acquired is included in the travel route as described above, a more appropriate travel support plan can be created and the situation can be dealt with.

[0050] With the travel support control apparatus for the hybrid electric vehicle 20 according to this embodiment, when the host vehicle travels in the information-unavailable region, the host vehicle is allowed to travel while switching between the electric travel and the hybrid travel based on the acceleration operation amount, the vehicle speed, and the state of charge SOC of the battery 40. However, when the host vehicle travels in the information-unavailable region, the host vehicle can be allowed to travel in the CD mode until the state of charge SOC of the battery 40 reaches a threshold value and thereafter travel in the CS mode, or can be allowed to continuously travel in the CS mode.

[0051] With the travel support control apparatus for the hybrid electric vehicle 20 according to this embodiment, a situation in which only one information-unavailable region exists, such as a situation in which the current position is in the information-unavailable region, a situation in which the destination is in the information-unavailable region, or a situation in which an information-unavailable region exists in the travel route from the current position to the destination, can be dealt with. However, when two or more information-unavailable regions exist, this can also be dealt with.

[0052] With the travel support control apparatus for the hybrid electric vehicle 20 according to this embodiment, when the current position is positioned in the information-unavailable area, the host vehicle is allowed to travel while switching between electric travel and hybrid travel based on the acceleration operation amount, the vehicle speed, and the state of charge SOC of the battery 40 in the area from the current position to the position of the host vehicle outside the information-unavailable area, and the result of the travel support control is calculated and stored. However, when the current position is positioned in the information-unavailable area, the travel support control can not be performed until the host vehicle is outside the information-unavailable area. In this case, it is also preferable that the result of the travel support control be calculated and stored.

[0053] In the hybrid electric vehicle 20 according to this embodiment, the navigation system 80 sets the travel route from the current position to the destination using the map information database 84 based on the information of the current position and the information of the destination, but can set the travel route from the current position to the destination in cooperation with the traffic information management center 100. That is, the navigation system 80 can set the travel route by transmitting the information of the current position and the information of the destination to the traffic information management center 100 and receiving the travel route set by the traffic information management center 100 based on the information of the current position and the information of the destination from the traffic information management center 100.

[0054] The correspondence between the main elements in the embodiments and the main elements of the application described in the summary will be described below. In the embodiments, 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 corresponds to the "travel support control apparatus".

[0055] Since the embodiments are examples of modes for specifically describing the application described in the summary, the correspondence between the main elements in the embodiments and the main elements of the application described in the summary does not limit the elements of the application described in the summary. That is, the application described in the summary should be interpreted based on the description in the summary, and the embodiments are merely specific examples of the application described in the summary.

[0056] While the mode for embodying the application has been described above with reference to the embodiments, the application is not limited to this embodiment, and can be modified in various forms without departing from the gist of the application.

[0057] The application is applicable to the industry of manufacturing a travel support control apparatus for a hybrid electric vehicle.

Claims

1. A driving support control device for a hybrid electric vehicle, the hybrid electric vehicle including an engine, an electric motor, a battery, and a navigation system, the navigation system performing route guidance from a current location to a destination, the driving support control device performing driving support control, wherein: Based on the forward-looking information generated for the driving route, a driving support plan is created that assigns one of multiple driving modes to each segment of the driving route. The multiple driving modes include charging consumption mode and charging maintenance mode. The charging consumption mode is a driving mode that prioritizes electric driving to reduce the state of charge of the battery. The charge maintenance mode is a driving mode in which electric driving and hybrid driving are used together to maintain the state of charge of the battery at a target value. When the driving route from the current location to the destination includes an area where information cannot be obtained, the driving support plan is created for the driving segment from the current location to the area immediately preceding the area where information cannot be obtained, where the information required to create the forward-looking information cannot be obtained in the area where information cannot be obtained. Perform driving support control to allow the hybrid electric vehicle to drive according to the driving support plan; As a result of the driving support control, the total distance traveled electrically along the driving route is calculated; Determine whether the current location of the hybrid electric vehicle is in the area where the information cannot be obtained or outside the area where the information cannot be obtained; as well as When it is determined that the current location of the hybrid electric vehicle is traveling in an area where the information cannot be obtained, (i) based on the driving support control, the switching of the driving mode is stopped, and (ii) the total electric travel distance on the driving route is continuously calculated.

2. The driving support control device according to claim 1, wherein, The driving support control device is configured as follows: When it is determined that the current location of the hybrid electric vehicle is in an area where the information cannot be obtained, a driving support plan is created for the driving route from the driving route outside the area where the information cannot be obtained to the destination.

3. The driving support control device according to claim 1, wherein, The driving support control device is configured as follows: When it is determined that the current location of the hybrid electric vehicle is in the area where information cannot be obtained, the driving support control is not performed until it is determined that the current location of the hybrid electric vehicle is outside the area where information cannot be obtained.

4. The driving support control device according to claim 1, wherein, The driving support control device is configured as follows: When the destination is in an area where information cannot be obtained, a driving support plan is created for traveling from the current location to the driving segment immediately preceding the area where information cannot be obtained.

5. The driving support control device according to claim 1, wherein, The driving support control device is configured as follows: When the hybrid electric vehicle travels from inside the area where information cannot be obtained to outside the area where information cannot be obtained, a travel support plan is created for the travel segment from the travel segment outside the area where information cannot be obtained to the destination.

6. The driving support control device according to claim 1, wherein, The hybrid electric vehicle includes a display device; and The driving support control device is configured to control the display device to notify the total distance traveled electrically along the driving route when the hybrid electric vehicle arrives at the destination.

7. The driving support control device according to claim 1, wherein, The driving support control device is configured as follows: When it is determined that the current location of the hybrid electric vehicle is in an area where the information cannot be obtained, the hybrid electric vehicle is allowed to drive while switching between electric driving and hybrid driving based on the accelerator operation amount, vehicle speed, or the state of charge of the battery.

8. The driving support control device according to claim 1, wherein, The driving support control device is configured to calculate, in addition to the total distance traveled by electric power, the total distance traveled by hybrid power as the result of the driving support control.

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