Hybrid vehicle

Abstract

The disclosure provides a hybrid vehicle. A control device for a hybrid vehicle executes a travel assistance control for driving in accordance with a travel assistance plan in which the motor travel mode or the normal travel mode is assigned to each travel section using information of each travel section based on a plan or an estimated travel route based on map information and the position of the vehicle. In addition, the control device creates the travel support plan on the basis of a plurality of motor travel levels set for each travel section.

Description

Technical Field

[0001] The present disclosure relates to hybrid vehicles. Background Art

[0002] Conventionally, as such hybrid vehicles, there have been proposed vehicles that switch between motor mode for driving with the motor alone, engine mode for driving with the engine alone, and combined mode for driving with both modes according to the mode switching vehicle speed (see, for example, Japanese Patent Application Laid-Open No. 06-187595). In such hybrid vehicles, by switching the vehicle speed for each switching mode in various environments such as urban areas, suburbs, highways, and tunnels, driving can be performed in accordance with the environment. Summary of the invention

[0003] In recent years, motor-drive-restricted areas such as the Zero Emission Zone (ZEZ) where exhaust emissions are prohibited and motor-drive-recommended areas such as the Low Emission Zone (LEZ) where exhaust emissions are minimized have been set, and it is desired to drive in accordance with each area. In addition, in order to suppress noise, users sometimes want to set motor-drive areas around their homes, etc. If motor driving is performed in all these areas, the remaining capacity of the battery will decrease before reaching the motor-drive-restricted area, and the motor driving in the motor-drive-restricted area may become impossible.

[0004] A main object of the present disclosure is to enable a hybrid vehicle to more reliably perform motor running in an area where motor running is particularly required.

[0005] The hybrid vehicle of the present disclosure adopts the following means to achieve the above-mentioned main object.

[0006] The characteristics of a hybrid vehicle are:

[0007] The engine can output the power for driving;

[0008] A motor capable of outputting power for driving;

[0009] a power storage device capable of exchanging electric power with the motor; and

[0010] The control device controls the engine and the motor in switching between a motor driving mode for driving by power from the motor in a state where the engine is stopped and a normal driving mode for driving by power from the engine and the motor as needed, and executes driving assistance control for driving by driving assistance planned driving by allocating the motor driving mode or the normal driving mode to each driving section based on information of each driving section of a planned or estimated driving route based on map information and a position of the vehicle,

[0011] The control device creates the travel support plan based on a plurality of motor travel levels set for each travel section.

[0012] In the hybrid vehicle disclosed in the present invention, an engine capable of outputting power for driving, a motor capable of outputting power for driving, a power storage device capable of exchanging power with the motor, and a control device for switching between a motor driving mode for driving by power from the motor in a state where the engine is stopped, and a normal driving mode for driving by power from the engine and the motor as needed, and controlling the engine and the motor. The control device performs driving assistance control for driving by a driving assistance plan that allocates a motor driving mode or a normal driving mode to each driving interval based on information of each driving interval of a planned or estimated driving route based on map information and a vehicle position. The control device creates the driving assistance plan based on a plurality of levels of motor driving levels set in each driving interval in the planned or estimated driving route. That is, the motor driving mode is allocated in order from the driving interval with a high motor driving level in the planned or estimated driving interval. As a result, the motor driving mode can be more reliably allocated to the driving interval with a high motor driving level, and the motor driving can be more reliably performed. Here, the “planned driving route” means the driving route set by the route guidance from the current location to the destination, and the “estimated driving route” means the driving route estimated from the current location.

[0013] In the hybrid vehicle disclosed in the present invention, the control device may charge the power storage device before the vehicle travels in the travel interval where the motor travel level is above a predetermined level. Thus, the vehicle can travel more reliably by motor travel in the travel interval where the motor travel level is above a predetermined level. Furthermore, when the vehicle can travel in the target travel interval by motor travel even without charging the power storage device before a predetermined distance in the travel interval where the motor travel level is above a predetermined level, the power storage device may not be charged. Thus, wasteful charging of the power storage device can be avoided.

[0014] In the hybrid vehicle of the present disclosure, the control device may set the motor driving mode preferentially for the user-set driving interval in which the driving route is set by the user as the interval to be driven by the motor, and prepare the driving support plan. Thus, the user's intention can be more reliably reflected. In this case, the control device may set the motor driving mode preferentially for the mechanism-set driving interval in which the driving route is set by a public institution as the interval to be driven by the motor, and prepare the driving support plan. Furthermore, in this case, the control device may set the motor driving mode preferentially for the interval set by the public institution as the interval to be driven by the motor with a predetermined intensity or more as the mechanism-set driving interval, compared with the user-set driving interval, and prepare the driving support plan. For example, when considering using the motor driving level, it is equivalent to setting the motor driving level of the 1st to 4th levels of the low degree of motor driving to 3 among the 5 levels of intensity set by the public institution, setting the motor driving level of the 5th level with the highest intensity to 5, and setting the motor driving level of the user-set driving interval to 4.

[0015] In the hybrid vehicle of the present disclosure, the control device may set the motor driving mode to the driving section to the home to prepare the driving support plan when the place set by the user as the home is planned or estimated as the destination, and when the home is a via point to the destination, the driving support plan may be prepared according to the motor driving level of the driving section including the home. That is, when returning to the home, the driving section to the home is set as the motor driving mode, and when passing the home to the destination, the driving mode is set according to the motor driving level predetermined in the driving section including the home. In this way, it is possible to deal with the time of returning to the home and passing the home more appropriately.

[0016] The hybrid vehicle of the present disclosure may also be provided with a display device for displaying the vehicle position and at least a part of the driving route together with the map information, and the control device controls the display device to display the motor driving level using a display method based on the motor driving level. Thus, the motor driving level can be displayed on the display device using different display methods, and the user can easily identify the motor driving level of each area. As a display method, a color for each motor driving level, or a brightness or lightness for each motor driving level can be used. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0018] Figure 1This is a block diagram showing an example of a hybrid vehicle 20 as one embodiment of the present disclosure, with the hybrid ECU 50 as a main block.

[0019] Figure 2 : is a flowchart showing an example of the driving assistance control executed by the hybrid ECU 50 .

[0020] Figure 3 It is an explanatory diagram showing an example of the motor travel level.

[0021] Figure 4 This is an explanatory diagram showing an example of displaying map information in the vicinity of the current position on the display device 66 using a display method corresponding to the motor driving level.

[0022] Figure 5 1 is a flowchart showing an example of processing executed by the hybrid ECU 50 before traveling in the high motor traveling level zone. DETAILED DESCRIPTION

[0023] Next, a mode (embodiment) for carrying out the present disclosure will be described. Figure 1 This is a block diagram showing an example of a hybrid vehicle 20 as an embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a block. As shown in the figure, the hybrid vehicle 20 of the embodiment has an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has a motor driving mode in which the vehicle is driven by the power from the motor MG in a state where the operation of the engine EG is stopped, and a normal driving mode in which the engine EG is operated as needed and the vehicle is driven by the power from the engine EG and the power from the motor MG. In the normal driving mode, there is a CD mode (Charge Depleting mode) in which electric driving is prioritized in a manner that reduces the storage ratio SOC of the battery 40, and a CS mode (Charge Sustaining mode) in which electric driving and hybrid driving are used in a manner that maintains the storage ratio SOC of the battery 40 at a target ratio.

[0024] The hybrid vehicle 20 of the embodiment includes, in addition to a power source, an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 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 switching 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 driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0025] The GPS 22 is a device for detecting the position of the vehicle based on signals transmitted from a plurality of GPS satellites. The vehicle-mounted camera 24 is a camera for photographing the surroundings of the vehicle, for example, a front camera for photographing the front of the vehicle, a rear camera for photographing the rear of the vehicle, etc. The millimeter wave radar 26 detects the inter-vehicle distance and relative speed between the vehicle and the vehicle in front, or detects the inter-vehicle distance and relative speed between the vehicle and the vehicle behind.

[0026] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-rear 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 corresponding to the amount of depression of the driver's accelerator pedal, etc. The brake sensor 34 detects the brake position, etc., which is the amount of depression of the driver's brake pedal. The mode switching switch 36 is a switch arranged near the steering wheel of the driver's seat, and is used to switch between the motor driving mode and the normal driving mode.

[0027] The battery actuator 38 detects the state of the battery 40, such as the voltage between the terminals, the charge and discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the storage ratio SOC, which is the ratio of the remaining storage capacity to the total storage capacity, based on the charge and discharge current, or calculates the maximum allowable output power (output limit Wout) that can be output from the battery 40 and the maximum allowable input power (input limit Win) that can be input to the battery 40 based on the storage ratio SOC, the battery temperature, etc. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium ion battery, a nickel-hydrogen battery, a lead storage battery, etc. can be used.

[0028] Although not shown in the figure, the air conditioning ECU 42 is configured as a microcomputer centered on a CPU, and in addition to the CPU, it also includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioning ECU 42 is embedded in an air conditioning device that performs air conditioning in the passenger compartment, and drives and controls an air conditioning compressor 44 in the air conditioning device so that the temperature of the passenger compartment becomes a set temperature.

[0029] The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor. Although not shown, the motor MG is connected to the battery 40 via an inverter, and can output driving force using the power supplied from the battery 40, or charge the battery 40 with the generated power.

[0030] Although not shown, the hybrid ECU 50 is configured as a microcomputer centered around a CPU, and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets a driving mode, or sets a target operating point (target speed, target torque) of the engine EG and a 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 limit and input limit from the battery actuator 38. In addition, the hybrid ECU 50 does not start when the accessory is turned on (accessory on), but starts when the ready is turned on (ready on).

[0031] During motor running, the hybrid ECU 50 sets the required driving force and the required power according to the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets the torque command of the motor MG so as to output the required driving force and the required power to the vehicle, and sends the set torque command to the accelerator actuator 60. During hybrid running, the hybrid ECU 50 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and the required power to the vehicle, and sends the target operating point and the torque command to the accelerator actuator 60. In addition, when the brake pedal is depressed, the hybrid ECU 50 sets the required braking force according to the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets the regenerative torque command for regenerative control of the motor MG according to the required braking force and the vehicle speed, and sets the target braking force by the brake device, and sends the torque command to the accelerator actuator 60, and sends the target braking force to the brake actuator 62.

[0032] The accelerator actuator 60 controls the engine EG and the motor MG by the target operating point and the torque command set by the hybrid ECU 50. The accelerator actuator 60 controls the intake air amount, fuel injection, ignition, intake valve opening and closing timing, etc. so that the engine EG is operated according to the target operating point (target speed, target torque). In addition, the accelerator actuator 60 controls the switching of the switching element of the inverter for driving the motor MG so that the motor MG outputs a torque corresponding to the torque command.

[0033] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 acts on the vehicle through the brake device 64. The brake device 64 is configured as a hydraulically driven friction brake, for example.

[0034] The display device 66 is embedded in, for example, a mounting panel in front of the driver's seat, and displays various information and also functions as a touch panel. Although not shown, the driving state indicator 67 has an EV indicator and an HV indicator. When the motor is running, the EV indicator is lit and the HV indicator is turned off. When the hybrid is running, the EV indicator is turned off and the HV indicator is lit. The meter 68 is embedded in, for example, a mounting panel in front of the driver's seat.

[0035] The DCM (Data Communication Module) 70 sends the information of the vehicle to the traffic information management center 100, or receives the road traffic information from the traffic information management center 100. As the information of the vehicle, for example, the position, speed, driving power, driving mode, etc. of the vehicle can be cited. As the road traffic information, for example, information related to current and future congestion, information related to the current average speed in each driving section on the driving path, information related to the predicted value of the future average speed, information related to traffic control, information related to weather, information related to road surface conditions, information related to maps, etc. can be cited. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.). In addition, the driving section is basically set between intersections, and when the intersection is long, it is set at a predetermined distance.

[0036] The navigation system 80 is a system for guiding the vehicle to the set destination, and is provided with a display unit 82 and a map information database 84. The display unit 82 is a functional block having a function of displaying the route to the destination, the position of the vehicle, etc. on the display device 66 according to the map information. The navigation system 80 communicates with the traffic information management center 100 via the DCM (Data Communication Module) 70. When the destination and the via point are set, the navigation system 80 sets the route according to the information of the destination and the via point, the information of the current place (the current position of the vehicle) obtained by the GPS 22, and the information stored in the map information database 84. In addition, the navigation system 80 communicates with the traffic information management center 100 at predetermined times (for example, every 3 minutes, every 5 minutes, etc.) to obtain road traffic information, and guides the route according to the road traffic information. The map information stored in the map information database 84 includes not only the data as a map, but also the road slope, road type, elevation, motor driving level, etc. of each driving section. The motor running level is the degree (intensity) of motor running, and in the embodiment, eight levels from EVL0 with no restrictions to EVL7 for allowing running only by motor running are used for the motor running level EVL.

[0037] When the navigation system 80 performs route guidance, every time the road traffic information is obtained from the traffic information management center 100 (or at every predetermined time), the navigation system 80 generates the load information required for traveling in each traveling section based on the information of each traveling section in the traveling route, the information related to the traveling load, the vehicle speed, the traveling power of the vehicle, the traveling mode of the vehicle, etc. in the road traffic information obtained from the traffic information management center 100, and transmits the generated load information, etc., to the hybrid ECU 50 as pre-read information. In addition, the pre-read information also includes the information of the vehicle such as the position, speed, traveling power, and traveling mode of the vehicle, the information related to the current and future congestion, the information related to the current average vehicle speed in the section on the traveling route, the information related to the future average vehicle speed, the information related to the traffic control, the information related to the weather, the information related to the road surface state, the information related to the map, etc. The information related to the map also includes the area where motor driving is required (motor driving area) determined by public institutions such as the country, city, town, and village, the intensity of motor driving (the level for motor driving set by the public institution), etc. The navigation system 80 can also set the motor running area by user operation by designating an area near home, etc. The navigation system 80 sends a signal to the hybrid ECU 50 indicating whether the vehicle is in the motor running area when the vehicle is running.

[0038] Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when a driving support plan is created according to the motor driving level and the vehicle travels according to the created driving support plan, will be described. Figure 2 2 is a flowchart showing an example of the driving support control executed by the hybrid ECU 50. This flowchart is executed after the ignition switch 21 is turned on.

[0039] In the driving assistance control, first, it is determined whether the driving assistance control can be executed (step S100). When an abnormality occurs in the navigation system 80 or an abnormality occurs in the GPS 22, the driving assistance control cannot be executed when the route guidance cannot be performed well. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that can be output from the battery 40, becomes small, and even if the vehicle is traveling in the CD mode, the engine EG is frequently started, and the vehicle cannot be properly driven in the CD mode. In step S100, it is determined whether the driving assistance control can be executed based on such a situation. When it is determined in step S100 that the driving assistance control cannot be executed, the hybrid ECU 50 waits until the driving assistance control becomes executable.

[0040] When it is determined in step S100 that the driving support control can be executed, it is determined whether the pre-read information sent from the navigation system 80 has been updated (step S110). When it is determined that the pre-read information has been updated, information on a planned or estimated driving route within a predetermined range from the current location is obtained (step S120). The predetermined range can be 5km, 10km, 15km, etc. The planned driving route is a driving route that is planned by setting a destination and guided by the navigation system 80 as a route from the current location to the destination, and the estimated driving route is a driving route estimated from the current location.

[0041] Next, the interval variable i for iteration is initialized to a value of 1 (step S130 ), and the processing of steps S140 to S230 is repeated to set the motor driving level EVL for all driving sections in the driving route for which information has been acquired.

[0042] In the iterative process, first, the information of the driving interval of the interval variable i is read (step S140), and it is determined whether the target driving interval (i) is set by the user as an area to be motor-driven (motor-driven area) (step S150). When it is determined that the target driving interval (i) is not set by the user as a motor-driven area, the motor-driven level EVL of the driving interval (i) is set according to the intensity of motor-driven set by a public institution or the like for the target driving interval (i) (step S180). Figure 3 An example of the degree of restriction and the motor running level EVL is shown. Figure 3In the figure, "LEZ" is a low emission zone (LowEmission Zone: LEZ), which indicates an area where motor driving is recommended, represented by a degree (intensity) of values ​​1 to 7 determined by a public institution or the like. "ZEZ" is a zero emission zone (Zero Emission Zone: ZEZ), which indicates an area where only motor driving is permitted by a public institution or the like. In the embodiment, a motor driving level EVL3 is set for LEZ (1) to (6), a motor driving level EVL5 is set for LEZ (7), and a motor driving level EVL6 is set for ZEZ. In addition, a motor driving level EVL4 is set for a motor driving area set by a user. The motor driving level EVL of the motor driving area set by the user is set higher than the motor driving level EVL3 of LEZ (1) to (6) in order to more reliably reflect the user's intention, and the motor driving level EVL5 lower than LEZ (7) is based on the consideration that the user's intention does not reach the highest level of motor driving recommended by the public institution. The “no” restriction is a region where the intensity of motor running is not set by a public organization and the motor running region is set by a user, and in the embodiment, the motor running level EVL0 is set.

[0043] If it is determined in step S150 that the target driving section (i) is a motor driving area set by the user, it is determined whether the target driving section (i) includes the home (step S160). If it is determined that the target driving section (i) does not include the home, it is determined that the target driving section (i) is a motor driving area set by the user, and in the embodiment, the motor driving level EVL4 is set for the driving section (i) (see Figure 3 ).

[0044] When it is determined in step S160 that the home is included in the driving interval (i) of the object, it is determined whether the home is the destination (step S170). This determination can be made by whether the home is set as the destination or whether the home is estimated as the destination. That is, when the route guidance from the current location to the destination is performed by the navigation system 80, it is determined by whether the home is set as the destination. When the route guidance is not performed by the navigation system 80, it is determined by whether the vehicle is traveling toward the home. This is based on the fact that when the vehicle is traveling toward the home when there is no route guidance, the home is estimated as the destination, and the destination is not estimated when the vehicle is traveling toward a direction other than the home. When it is determined that the home is the destination, the motor driving level EVL2 is set for the driving interval (i) (step S200), and when it is determined that the home is not the destination, the motor driving level EVL of the driving interval (i) is set according to the intensity of motor driving set by public institutions, etc. (step S210). As a case where it is determined that the home is not the destination, there is a case where the home is on the way to the destination, that is, the home is a stopover point to the destination. In this case, the motor driving level EVL of the driving section (i) can be handled in the same way as other vehicles, so the motor driving level EVL of the driving section (i) is set according to the intensity of motor driving set by public institutions, etc.

[0045] When the motor driving level EVL of the driving section (i) is set by any of the processes in steps S180 to S210, it is determined whether the setting of the motor driving level EVL for all the driving sections in the range of the acquired information is completed (step S220). If it is determined that the setting of the motor driving level EVL for all the driving sections is not completed, the section variable i is incremented by 1, and the hybrid ECU 50 returns to the process of reading the information of the driving section (i) in step S140.

[0046] When it is determined in step S220 that the setting of the motor driving level EVL for all the driving sections is completed, a driving support plan is created using the set motor driving level EVL (step S240 ). For example, the motor driving mode is allocated to each driving section of the driving route in the order from high to low motor driving levels EVL, and for the driving section of the motor driving level EVL0, the energy consumption E(n) of each driving section of the driving route from the current location to the control end section (destination) and the total energy Esum as the sum thereof are calculated, and the energy consumption E(n) of the driving section to which the motor driving mode is allocated (not the driving section of the motor driving level EVL0) is subtracted from the total energy Esum to calculate the remaining total energy Eevl0 remaining in the motor driving level EVL0. When the remaining total energy Eevl0 is less than the remaining amount of the battery 40, the CD mode is allocated to all the driving sections. When the remaining total energy Eevl0 is greater than the remaining amount of the battery 40, the driving sections of the motor driving level EVL0 are rearranged in the order from low to high driving load, and the CD mode is allocated in the order from low to high driving load until the sum of the energy consumption En of the allocated driving sections exceeds the remaining amount of the battery 40, and the CS mode is allocated to the remaining driving sections, thereby making a driving support plan.

[0047] Then, the driving mode is controlled according to the driving support plan (step S250), and it is determined whether the control end condition is satisfied (step S260). When it is determined that the control end condition is not satisfied, the hybrid ECU 50 returns to the process of determining whether the driving support control can be executed in step S100. When it is determined that the control end condition is satisfied, the driving support control is terminated.

[0048] In the embodiment, map information, the current position of the vehicle, and route guidance are displayed on the display device 66 using a color corresponding to the motor driving level EVL. Figure 4 This is an explanatory diagram showing an example of displaying map information and the current position of the vehicle using the color tone, chroma, and brightness (display method) corresponding to the motor driving level EVL. In the figure, the area A1, which is the area of ​​the motor driving level EVL5 (LEZ (7)), is represented by, for example, a relatively dark transparent blue, and the area A2, which is the area of ​​the motor driving level EVL3 (LEZ (1) to (6)), is represented by, for example, a relatively light transparent blue. In this way, by displaying the color tone, chroma, and brightness (display method) corresponding to the motor driving level EVL on the display device 66, the user can easily recognize the motor driving level EVL.

[0049] In the hybrid vehicle 20 of the embodiment, when traveling in a travel section at or above the motor travel level EVL4, a process (charging process) of increasing the power storage ratio SOC of the battery 40 is executed before traveling in the travel section at or above the motor travel level EVL4. Figure 5 1 is a flowchart showing an example of processing executed by the hybrid ECU 50 before traveling in the high motor traveling level zone.

[0050] When executing the high motor driving level interval driving pre-processing, the hybrid ECU 50 first obtains information on a planned or estimated driving route within a predetermined range from the current location (step S300), and determines whether there is a driving section with a motor driving level of EVL4 or above in the driving route (step S310). If it is determined that there is no driving section with a motor driving level of EVL4 or above in the driving route, it is determined that the processing is not necessary and the processing is terminated.

[0051] When it is determined in step S310 that there is a driving section with a motor driving level EVL4 or higher in the driving route, the energy consumption Eev4 required for driving in the driving section with a motor driving level EVL4 or higher is calculated (step S320). In addition, it is determined whether the calculated energy consumption Eev4 is greater than the remaining energy E(SOC) of the battery 40 converted from the power storage ratio SOC of the battery 40 (step S330). That is, it is determined whether it is possible to drive in the driving section with a remaining amount of the battery 40 by motor driving. When it is determined that the energy consumption Eev4 is less than the remaining energy E(SOC) of the battery 40, it is possible to drive in the target driving section with a remaining amount of the battery 40 by motor driving, and it is determined that charging of the battery 40 is not required, and this process ends.

[0052] When it is determined in step S330 that the consumed energy Eev4 is greater than the remaining energy E (SOC) of the battery 40, charging of the battery 40 is requested (step S340), and the present process is terminated. When charging of the battery 40 is requested, when the hybrid vehicle 20 reaches a predetermined distance (e.g., 1 km, 2 km) before the driving section with a motor driving level EVL4 or higher, the motor MG generates electricity using the power from the engine EG, and the generated electricity is used to charge the battery 40. As a result, the hybrid vehicle 20 can more reliably travel in the driving section with a motor driving level EVL4 or higher by motor driving.

[0053] In the hybrid vehicle 20 of the embodiment described above, information on a planned or estimated driving route within a predetermined range from the current location is obtained, and a driving support plan is prepared by allocating a motor driving mode in the order of the motor driving level EVL set in each driving section of the driving route from high to low, and the vehicle travels according to the driving support plan. As a result, the motor driving mode can be more reliably allocated to the driving section with a high motor driving level EVL, and the vehicle can travel more reliably.

[0054] In the hybrid vehicle 20 of the embodiment, when there is a travel section with a motor travel level EVL4 or higher, the process of increasing the power storage ratio SOC of the battery 40 is executed before traveling in the travel section. This allows the vehicle to travel more reliably in the travel section with a motor travel level EVL4 or higher.

[0055] In the hybrid vehicle 20 of the embodiment, the user sets the motor running level EVL4 in the motor running zone to be higher than the motor running level EVL3 in LEZ (1) to (6) determined by the public institution. This can more reliably reflect the user's intention.

[0056] In the hybrid vehicle 20 of the embodiment, when the location set as the home by the user is planned or estimated as the destination, the motor driving mode is set preferentially for the driving section leading to the home to prepare a driving support plan, and when the home is a via point to the destination, the driving support plan is prepared based on the motor driving level of the driving section including the home. This makes it possible to more appropriately respond to the time of returning to the home and passing the home.

[0057] The correspondence between the main elements of the embodiment and the main elements of the invention described in the invention summary is described. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "power storage device", and the hybrid electronic control unit 50 corresponds to the "control device".

[0058] In addition, the correspondence between the main elements of the embodiment and the main elements of the invention described in the summary of the invention is used to specifically explain that the embodiment is an example of a method for implementing the invention described in the summary of the invention, and therefore does not limit the elements of the invention described in the summary of the invention. That is, the interpretation of the invention described in the summary of the invention should be based on the description of this part, and the embodiment is only a specific example of the invention described in the summary of the invention.

[0059] As mentioned above, although this disclosure was described using the embodiment, this disclosure is not limited to such embodiment at all, and it is needless to say that this disclosure can be implemented in various forms within the scope not departing from the gist of this disclosure.

[0060] The present disclosure can be used in the hybrid vehicle manufacturing industry and the like.

Claims

1. A hybrid vehicle, characterized in that: have: The engine can output the power for driving; A motor capable of outputting power for driving; a power storage device capable of exchanging electric power with the motor; as well as The control device controls the engine and the motor in switching between a motor driving mode for driving by power from the motor in a state where the engine is stopped and a normal driving mode for driving by power from the engine and the motor as needed, and executes driving assistance control for driving by driving assistance planned driving by allocating the motor driving mode or the normal driving mode to each driving section based on information of each driving section of a planned or estimated driving route based on map information and a position of the vehicle, The control device creates the travel support plan based on a plurality of motor travel levels set for each travel section.

2. The hybrid vehicle according to claim 1, characterized in that: The control device charges the power storage device before traveling in a travel section where the motor travel level is equal to or higher than a predetermined level.

3. The hybrid vehicle according to claim 1, characterized in that: The control device sets the motor driving mode preferentially for a user-set driving section in which the driving route is set by the user as a section to be driven by the motor, and creates the driving support plan.

4. The hybrid vehicle according to claim 1, characterized in that: The control device sets the motor travel mode with priority for an organization-set travel section in which the travel route is set by a public organization as a section to be motor-driven, and creates the travel support plan.

5. The hybrid vehicle according to claim 4, characterized in that: The control device sets the motor travel mode with priority over the user set travel section for a section that is set as the section to be motor travel by a public organization with a predetermined strength or more as the organization set travel section, and creates the travel support plan.

6. The hybrid vehicle according to claim 1, characterized in that: When the place set by the user as the home is planned or estimated as the destination, the control device sets the motor driving mode to prioritize the driving range to the home to prepare the driving support plan, and when the home is a transit point to the destination, the control device prepares the driving support plan based on the motor driving level of the driving range including the home.

7. The hybrid vehicle according to claim 1, characterized in that: A display device is provided for displaying the position of the vehicle and at least a part of the travel route together with the map information, The control device controls the display device to display the motor running level using a display method based on the motor running level.

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