Hybrid vehicle

Abstract

The present invention provides a hybrid vehicle which more appropriately performs adjustment of power storage ratio adjustment control such as congestion travel control and downhill travel control, and motor travel area travel control. A control device for a hybrid vehicle includes a motor travel region set as a region in which motor travel is to be performed in a planned or estimated travel path. And motor travel area travel control in which the power storage ratio of the power storage device is increased from a point which is a first predetermined distance before the start point of the motor travel area so that motor travel can be performed in the motor travel area is performed more preferentially than the power storage ratio adjustment control.

Description

Technical Field

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

[0002] Conventionally, as such hybrid vehicles, various modes have been proposed, which are switched between a motor mode for driving with the motor alone, an engine mode for driving with the engine alone, and a combined mode for driving with both motors according to a mode switching vehicle speed (see, for example, Patent Document 1). In such hybrid vehicles, the vehicle speed is switched for each environment such as a city, a suburb, a highway, a tunnel, etc., so that driving suitable for the environment can be performed.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 06-187595 Summary of the invention

[0006] In a hybrid vehicle, when congestion occurs in a planned or estimated driving route, a congestion driving control is performed to maintain a high power storage ratio of the power storage device from the beginning of the congestion to the end of the congestion. In addition, when there is a downhill slope in the planned or estimated driving route, a downhill driving control is performed to reduce the power storage ratio of the power storage device in front of the starting point of the downhill slope in order to store the regenerative power obtained during the downhill driving in the power storage device. Furthermore, when there is a motor driving area where motor driving (electric driving) should be performed in the planned or estimated driving route, a motor driving area driving control is performed to increase the power storage ratio of the power storage device in front of the RV area and perform motor driving in the motor driving area in order to perform motor driving in the motor driving area. It is necessary to adjust such congestion driving control, downhill driving control, and motor driving area driving control at the same time.

[0007] The main purpose of the hybrid vehicle of the present disclosure is to more appropriately perform the adjustment of the power storage ratio control such as the congestion driving control and the downhill driving control and the adjustment of the motor driving range driving control.

[0008] The hybrid vehicle of the present disclosure adopts the following means to achieve the above-mentioned main object.

[0009] A hybrid vehicle, characterized by comprising:

[0010] The engine can output the power for driving;

[0011] A motor capable of outputting power for driving;

[0012] a power storage device capable of exchanging electric power with the motor; and

[0013] a control device for switching between a motor driving mode in which the vehicle is driven by power from the motor while the engine is stopped and a normal driving mode in which the vehicle is driven by power from the engine and the motor as needed, to control the engine and the motor, and for performing a power storage ratio adjustment control for adjusting the power storage ratio of the power storage device according to information of a planned or estimated driving route based on map information and a position of the vehicle,

[0014] in,

[0015] When the planned or estimated driving route includes a motor driving area set as an area where motor driving should be performed, the control device performs motor driving area driving control with priority over the power storage ratio adjustment control. The motor driving area driving control is a control for increasing the power storage ratio of the power storage device from a point a first predetermined distance ahead of a starting point of the motor driving area in a manner that enables motor driving in the motor driving area.

[0016] In the hybrid vehicle of the present disclosure, a control device switches between a motor driving mode in which the vehicle is driven by the power of the motor while stopping the operation of the engine and a normal driving mode in which the vehicle is driven by the power of the engine and the power of the motor as needed, and controls the engine and the motor, and performs a power storage ratio adjustment control in which the power storage ratio of the power storage device is adjusted according to information of a planned or estimated driving route based on map information and the position of the vehicle. Furthermore, when there is a motor driving region set as a region in which motor driving should be performed in the planned or estimated driving route, the control device performs a motor driving region driving control in which the power storage ratio of the power storage device is increased from a point ahead of a start point of the motor driving region by a first predetermined distance so that motor driving can be performed in the motor driving region, with priority over the power storage ratio adjustment control. By performing the motor driving region driving control with priority over the power storage ratio driving control, motor driving in the motor driving region can be performed with priority. As a result, the power storage ratio adjustment control and the motor driving region driving control, such as the congestion driving control and the downhill driving control, can be adjusted more appropriately. Here, the “planned driving route” means a driving route set by route guidance from the current location to the destination, and the “estimated driving route” means a driving route estimated from the current location.

[0017] In the hybrid vehicle of the present disclosure, the power storage ratio adjustment control may also include a congestion driving control in which the power storage ratio of the power storage device is maintained high from a location that is a second predetermined distance ahead of the starting location of the congestion to the ending location of the congestion when congestion occurs in the planned or estimated driving route, the control device starts the execution of the congestion driving control when the motor driving area driving control is not executed at the location where the congestion driving control is started, does not execute the congestion driving control but continues the motor driving area driving control when the motor driving area driving control is executed at the location where the congestion driving control is started, continues the congestion driving control until the motor driving area is reached when the location where the motor driving area driving control is started during the execution of the congestion driving control, and stops the congestion driving control and executes the motor driving area driving control when the motor driving area driving control is reached. Thus, the motor driving area driving control and the congestion driving control can be adjusted more appropriately in a state where the motor driving area driving control is given priority over the congestion driving control.

[0018] In the hybrid vehicle disclosed herein, the power storage ratio adjustment control may also include downhill travel control that controls the power storage ratio of the power storage device to be lowered from a point a third predetermined distance before the start point of the downhill to the start point of the downhill when there is a downhill in the planned or estimated travel route, and the control device prohibits the downhill travel control when the motor travel area exists between the start point of the downhill travel control and the end point of the downhill. Thus, the motor travel area travel control and the downhill travel control can be adjusted more appropriately in a state where the motor travel area travel control is prioritized over the downhill travel control. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a block diagram showing an example of a hybrid vehicle 20 as one embodiment of the present disclosure as a module, with the hybrid ECU 50 as the center.

[0020] Figure 2 1 is a flowchart showing an example of the motor running range travel control start process executed by the hybrid ECU 50 .

[0021] Figure 3 It is an explanatory diagram showing the relationship between the downhill running control and the motor running area.

[0022] Figure 4 This is an explanatory diagram showing an example of the motor driving area and the driving pattern when the vehicle drives in the motor driving area from the point P3 to the point P4 with the point P4 being the destination point near the home. 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 as a module, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as the center. As shown in the figure, the hybrid vehicle 20 of the embodiment includes 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 while the engine EG is stopped, and a normal driving mode in which the vehicle is driven by the power from the engine EG and the power from the motor MG while the engine EG is operated as needed.

[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 conditioner electronic control unit (hereinafter referred to as an 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 state 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 capturing images of the surroundings of the vehicle, such as a front camera for capturing images of the front of the vehicle, a rear camera for capturing images of 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 that is 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 conditioner 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 conditioner ECU 42 is embedded in an air conditioner that performs air conditioning on a passenger compartment, and drives and controls an air conditioner compressor 44 in the air conditioner 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 in the figure, 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 in the figure, the hybrid ECU 50 is a microcomputer centered around 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 hybrid ECU 50 sets the driving mode, or sets the target operating point (target speed, 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 limit and input limit from the battery actuator 38. In addition, the hybrid ECU 50 does not start when the accessories are powered on, but starts when it is ready.

[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, sets the target braking force of the brake device, 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 using 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 at 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. The driving state indicator 67, although not shown, 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. Examples of the information of the vehicle include the location, speed, driving power, driving mode, etc. of the vehicle. Examples of the road traffic information include information related to current and future congestion, information related to the current average speed in the section on the driving route, information related to the predicted value of the future average speed, information related to traffic control, information related to the weather, information related to the road surface conditions, information related to the map, etc. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (e.g., every 30 seconds, every 1 minute, every 2 minutes, etc.).

[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 or the via point, the information of the current location (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 intervals (for example, every 3 minutes, every 5 minutes, etc.) to obtain road traffic information, and performs route guidance 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, altitude, etc. of each driving interval.

[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 predetermined intervals), the navigation system 80 generates load information required for traveling in each traveling section based on information on each traveling section in the road traffic information obtained from the traffic information management center 100, information on traveling load, the vehicle speed, the traveling power of the vehicle, the traveling mode of the vehicle, etc., as pre-read information, and transmits it to the hybrid ECU 50. In addition, the pre-read information also includes information on the vehicle such as the position, speed, traveling power, and traveling mode of the vehicle, information on current and future congestion, information on the current average vehicle speed in the section on the traveling route, information on the predicted value of the future average vehicle speed, information on traffic control, information on weather, information on road surface conditions, information on maps, etc. The information on maps also includes areas where motor travel is to be performed (motor travel areas) determined by municipalities, etc. The navigation system 80 can also set the motor travel area by specifying an area near the home, etc., through user operation. The navigation system 80 transmits a signal to the hybrid ECU 50 indicating whether the vehicle is in the motor driving area when the vehicle is running.

[0038] Next, the operation of the hybrid vehicle 20 thus configured will be described, particularly the operation when the motor driving area driving control is determined to start when the motor driving area driving control is prioritized over the congestion driving control and the downhill driving control when there is congestion, downhill, or motor driving area in the planned driving route or the estimated driving route. In addition, the congestion driving control is a control to maintain the power storage ratio SOC of the battery 40 at a value higher than the normal value from a point a predetermined distance (e.g., 1 km, 2 km) before the start point of the congestion to the end point of the congestion when congestion occurs in the planned or estimated driving route. The downhill driving control is a control to maintain the power storage ratio SOC of the battery 40 at a value higher than the normal value from a point a predetermined distance (e.g., 1 km, 2 km) before the start point of the congestion to the start point of the congestion when there is a downhill in the planned or estimated driving route, and to charge the battery 40 with regenerative power by regenerative control of the motor MG during the downhill. The motor driving area driving control is a control for increasing the storage ratio SOC of the battery 40 from a point a predetermined distance (1km, 2km, etc.) ahead of the starting point of the motor driving area in a manner that enables motor driving in the motor driving area when there is a motor driving area set as an area where motor driving should be performed in the planned or estimated driving route.

[0039] Figure 2 2 is a flowchart showing an example of the motor running range travel control start processing executed by the hybrid ECU 50. This processing is repeatedly executed.

[0040] When executing the motor driving area driving control start processing, the hybrid ECU 50 first obtains the information of the planned or estimated driving route within a predetermined range from the current location (step S100). The predetermined range can be 5km, 10km, 15km, etc. The planned driving route is a driving route planned by setting the destination and guided by the navigation system 80 as the route from the current location to the destination, and the estimated driving route is a driving route estimated from the current location. As the information obtained, in addition to the above-mentioned pre-read information, it also includes whether there is congestion, the starting point and end point of congestion in the case of congestion, the starting point and end point of congestion driving control, whether there is a downhill, the starting point and end point of the downhill in the case of a downhill, the starting point and end point of the downhill driving control, whether there is a motor driving area, the starting point and end point of the motor driving area in the case of a motor driving area, and the starting point and end point of the motor driving area driving control.

[0041] Next, determine whether there is a motor driving area in the planned or estimated driving route within the predetermined range (step S110). When it is determined that there is no motor driving area, there is no need to start the motor driving area driving control, so the present process is terminated. When it is determined that there is a motor driving area in the planned or estimated driving route within the predetermined range, determine whether there is a downhill slope in the planned or estimated driving route within the predetermined range (step S120). When it is determined that there is a downhill slope in the planned or estimated driving route within the predetermined range, determine whether there is a motor driving area in the downhill driving control area from the start point to the end point of the downhill driving control (step S130). When it is determined that there is a motor driving area in the downhill driving control area, the downhill driving control is prohibited (step S140).

[0042] Figure 3 : is an explanatory diagram showing the relationship between the downhill driving control and the motor driving area. In the figure, location P1 indicates the starting location of the downhill driving control, location P2 indicates the starting location of the downhill, and location P3 indicates the ending location of the downhill (the ending location of the downhill driving control). In addition, the intervals EV1 to EV5 indicated by white arrows indicate the intervals of the motor driving area. In the embodiment, when the motor driving area is interval EV1 and interval EV5, interval EV1 and interval EV5 do not exist in the downhill driving control area, so the downhill driving control is not prohibited. In addition, when the motor driving area is interval EV2, interval EV3, and interval EV4, interval EV2, interval EV3, and interval EV4 exist in the downhill driving control area, so the downhill driving control is prohibited. In this way, by prohibiting the downhill driving control when there is a motor driving area in the downhill driving control area, the motor driving area driving control can be executed with priority over the downhill driving control.

[0043] When it is determined that there is no downhill in step S120 and when the downhill driving control is prohibited in step S140, it is determined whether there is congestion in the planned or estimated driving route within the predetermined range (step S150). When it is determined that there is no congestion in the planned or estimated driving route within the predetermined range, when the starting point of the motor driving area driving control is reached (step S200), the motor driving area driving control is started (step S230), and the present process is terminated. That is, regardless of whether the downhill driving control is prohibited, when it is determined that there is no congestion in step S150, the motor driving area driving control is started when the starting point of the motor driving area driving control is reached.

[0044] When it is determined in step S150 that there is congestion in the planned or estimated driving route within the predetermined range, it is determined whether the motor driving area driving control is being executed (step S160). When it is determined that the motor driving area driving control is not being executed, the congestion driving control is permitted when the starting point of the congestion driving control is reached (steps S170, S180). When the congestion driving control is permitted, the congestion driving control is started. Next, regardless of whether the congestion driving control is permitted, it is determined whether the congestion driving control is being executed (step S190). As described above, the congestion driving control is started when the congestion driving control is permitted, so as a case where it is determined in step S190 that the congestion driving control is not being executed, the case where the starting point of the congestion driving control has not been reached is met. Moreover, when it is determined in step S190 that the congestion driving control is not being executed, when the starting point of the motor driving area driving control is reached (step S200), the motor driving area driving control is started (step S230), and this process ends. That is, when the starting point of the motor driving area driving control is located ahead of the starting point of the congestion driving control, the motor driving area driving control is started when the starting point of the motor driving area driving control is reached, and the congestion driving control is not executed. On the other hand, when it is determined in step S190 that the congestion driving control is being executed, that is, when the starting point of the congestion driving control is located ahead of the starting point of the motor driving area driving control and the congestion driving control is executed due to passing through the starting point of the congestion driving control, the congestion driving control is stopped when the starting point of the motor driving area is reached and the motor driving area driving control is started (steps S210~S230), and the present processing is terminated. Even if the congestion driving control is started, the congestion driving control is stopped and the motor driving area driving control is started when the starting point of the motor driving area is reached later. In this way, the motor driving area driving control can be executed with priority over the congestion driving control.

[0045] Figure 4It is an explanatory diagram showing the relationship between the congestion driving control and the motor driving area driving control. In the figure, location P4 indicates the starting location of the congestion driving control, location P5 indicates the starting location of the congestion, and location P6 indicates the ending location of the congestion (the ending location of the congestion driving control). In addition, EV control 1 to EV control 4 indicated by two consecutive white arrows indicate the interval of the motor driving area driving control, location P7 in EV control 1 to EV control 4 indicates the starting location of the motor driving area driving control, location P8 indicates the starting location of the motor driving area, and location P9 indicates the ending location of the motor driving area (the ending location of the motor driving area driving control). In the embodiment, when the motor driving area driving control is EV control 1, the starting location P7 of the motor driving area driving control is located ahead of the starting location P4 of the congestion driving control, so when the starting location P7 of the motor driving area driving control is reached, the motor driving area driving control is started and the congestion driving control is not performed. When the motor driving area driving control is EV control 2 or EV control 3, the starting point P4 of the congestion driving control is located ahead of the starting point P7 of the motor driving area driving control, so when the congestion driving control starting point P4 is reached, the congestion driving control is started, and when the motor driving area starting point P8 is reached, the congestion driving control is stopped and the motor driving area driving control is started. When the motor driving area driving control is EV control 4, when the congestion driving control ending point P6 is reached, the congestion driving control is stopped and the motor driving area driving control is started. When the starting point P4 of the congestion driving control is located ahead of the starting point P7 of the motor driving area driving control, the congestion driving control is started when the congestion driving control starts at the starting point P4 and is not stopped until the starting point P8 of the motor driving area is reached. This is because the congestion driving control is a control for maintaining the storage ratio SOC of the battery 40 higher than usual, and the motor driving area driving control until the starting point P8 of the motor driving area is reached is the same as the control for increasing the storage ratio SOC of the battery 40, so there will be no problem even if the congestion driving control is executed until the starting point P8 of the motor driving area is reached.

[0046] In the hybrid vehicle 20 of the embodiment described above, the motor driving area travel control is executed with priority over the congestion driving control and the downhill driving control. Thus, the motor driving in the motor driving area can be performed with priority. As a result, the power storage ratio adjustment control such as the congestion driving control and the downhill driving control and the adjustment of the motor driving area travel control can be performed more appropriately.

[0047] In the hybrid vehicle 20 of the embodiment, when there is a downhill slope in the planned or estimated driving route within a predetermined range, when there is a motor driving area in the downhill driving control area from the start point to the end point of the downhill driving control, the downhill driving control is prohibited. As a result, the motor driving area driving control can be executed more reliably with priority over the downhill driving control. In addition, when there is congestion in the planned or estimated driving route within a predetermined range, the start point of the congestion driving control is located ahead of the start point of the motor driving area driving control, and when the start point of the congestion driving control is reached, the congestion driving control is started, and then, when the start point of the motor driving area is reached, the congestion driving control is stopped and the motor driving area driving control is started. As a result, while the motor driving area driving control can be executed with more priority over the congestion driving control, the coordination of the motor driving area driving control and the congestion driving control can be achieved.

[0048] In the hybrid vehicle 20 of the embodiment, when there is congestion in the planned or estimated travel route within a predetermined range, the congestion travel control is started when the start point of the congestion travel control is located ahead of the start point of the motor travel area travel control and reaches the start point of the congestion travel control, and then, when the start point of the motor travel area is reached, the congestion travel control is stopped and the motor travel area travel control is started. However, similarly to the downhill travel control, when there is congestion in the planned or estimated travel route within a predetermined range, the congestion travel control may be prohibited when there is a motor travel area in the congestion travel control area from the start point to the end point of the congestion travel control.

[0049] The correspondence between the main elements of the embodiment and the main elements of the invention described in the Summary of the Invention is described. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", and the hybrid electronic control unit 50 corresponds to the "control device".

[0050] In addition, the correspondence between the main elements of the embodiment and the main elements of the invention recorded in the content of the invention is an example for specifically explaining the way in which the embodiment is used to implement the invention recorded in the content of the invention, and therefore does not limit the elements of the invention recorded in the content of the invention. That is, the interpretation of the invention recorded in the content of the invention should be based on the description of this part, and the embodiment is only a specific example of the invention recorded in the content of the invention.

[0051] As mentioned above, although this disclosure was described using the embodiment, this disclosure is not limited to such embodiment, 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.

[0052]

Industrial Applicability

[0053] The present disclosure can be used in the hybrid vehicle manufacturing industry, etc.

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 a control device for switching between a motor driving mode in which the vehicle is driven by power from the motor while the engine is stopped and a normal driving mode in which the vehicle is driven by power from the engine and the motor as needed, to control the engine and the motor, and for performing a power storage ratio adjustment control for adjusting the power storage ratio of the power storage device according to information of a planned or estimated driving route based on map information and a position of the vehicle, in, When the planned or estimated driving route includes a motor driving area set as an area where motor driving should be performed, the control device performs motor driving area driving control with priority over the power storage ratio adjustment control. The motor driving area driving control is a control for increasing the power storage ratio of the power storage device from a point a first predetermined distance ahead of a starting point of the motor driving area in a manner that enables motor driving in the motor driving area.

2. The hybrid vehicle according to claim 1, wherein: The power storage ratio adjustment control includes a congestion driving control for maintaining the power storage ratio of the power storage device high from a point a second predetermined distance before the start point of the congestion to an end point of the congestion when congestion occurs in the planned or estimated driving route. The control device: When the motor driving range driving control is not being executed at the point where the congestion driving control is started, starting execution of the congestion driving control, When the motor running area travel control is being executed at the location where the congestion travel control is started, the motor running area travel control is continued without executing the congestion travel control, When the vehicle reaches a point where the motor running area travel control is started during the execution of the congestion travel control, the congestion travel control is continued until the vehicle reaches the motor running area. When the vehicle reaches the motor running area, the congestion travel control is stopped and the motor running area travel control is executed.

3. The hybrid vehicle according to claim 1, wherein: The power storage ratio adjustment control includes downhill driving control for controlling the power storage ratio of the power storage device to decrease from a point a third predetermined distance before the start point of the downhill to the start point of the downhill when there is a downhill in the planned or estimated driving route. The control device prohibits the downhill running control when the motor running area exists between a start point of the downhill running control and an end point of the downhill running.

4. The hybrid vehicle according to claim 2, wherein: The power storage ratio adjustment control includes downhill driving control for controlling the power storage ratio of the power storage device to decrease from a point a third predetermined distance before the start point of the downhill to the start point of the downhill when there is a downhill in the planned or estimated driving route. The control device prohibits the downhill running control when the motor running area exists between a start point of the downhill running control and an end point of the downhill running.

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