Hybrid vehicle

Abstract

The present disclosure relates to a hybrid vehicle. The present disclosure provides a hybrid vehicle that achieves regional travel assist control and adjustment of operation of a travel mode change-over switch. A control device for a hybrid vehicle executes area travel assist control for switching to a motor travel mode and performing motor travel when traveling in a motor travel area that is preset as an area in which motor travel is to be performed. When the travel mode change-over switch is operated during motor travel in the motor travel region by the region travel assist control, the control device performs control so as to stop the region travel assist control and travel in the normal travel mode.

Description

Technical Field

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

[0002] Conventionally, as such a hybrid vehicle, various modes such as a motor mode in which the motor travels alone, an engine mode in which the engine travels alone, and a combined mode in which both are used are switched according to the mode switching vehicle speed (for example, refer to Patent Document 1). In this hybrid vehicle, by switching the mode switching vehicle speed for each of various environments such as urban areas, suburbs, highways, and tunnels, it is possible to perform driving suitable for the environment.

[0003] Prior Art Documents

[0004] Patent Documents

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

[0006] Problems to be Solved by the Invention

[0007] In such a hybrid vehicle, there is a motor driving area in the map information where it is predetermined that driving should be performed by motor driving in which the engine is stopped and only the power from the motor is used. When driving in the motor driving area, area driving assistance control may also be executed to control the driving mode to be switched to the motor driving mode for motor driving. In addition, in such a hybrid vehicle, a driving mode switching switch that can be operated by the driver may also be provided. When the driver operates the driving mode switching switch during the execution of the area driving assistance control, it is necessary to adjust whether to give priority to the area driving assistance control or the operation of the driving mode switching switch by the driver.

[0008] The main object of the hybrid vehicle of the present disclosure is to achieve the adjustment of the area driving assistance control and the operation of the driving mode switching switch.

[0009] Solutions to the Problems

[0010] The hybrid vehicle of the present disclosure employs the following means to achieve the above main object.

[0011] The hybrid vehicle of the present disclosure is characterized in that the hybrid vehicle includes: an engine capable of outputting power for traveling; a motor capable of outputting power for traveling; a power storage device capable of exchanging power with the motor; and a control device that switches between a motor traveling mode and a normal traveling mode to control the engine and the motor, and executes area traveling assistance control for traveling in a motor traveling area, which is a preset area where motor traveling should be performed, by switching to the motor traveling mode to perform motor traveling. The motor traveling mode is a mode in which the vehicle travels using power from the motor with the engine stopped, and the normal traveling mode is a mode in which the vehicle travels using power from the engine and power from the motor as needed. Among them,

[0012] When the traveling mode changeover switch is operated during the period in which the area traveling assistance control causes the vehicle to travel in the motor traveling area by motor traveling, the control device controls to stop the area traveling assistance control and travel by the normal traveling mode.

[0013] In the hybrid vehicle of the present disclosure, it includes: an engine capable of outputting power for traveling; a motor capable of outputting power for traveling; a power storage device capable of exchanging power with the motor; and a control device that switches between a motor traveling mode and a normal traveling mode to control the engine and the motor. The motor traveling mode is a mode in which the vehicle travels using power from the motor with the engine stopped, and the normal traveling mode is a mode in which the vehicle travels using power from the engine and power from the motor as needed. The control device executes area traveling assistance control for traveling in a motor traveling area, which is a preset area where motor traveling should be performed, by switching to the motor traveling mode to perform motor traveling. When the traveling mode changeover switch is operated during the period in which the area traveling assistance control causes the vehicle to travel in the motor traveling area by motor traveling, the control device controls to stop the area traveling assistance control and travel by the normal traveling mode. That is, the operation of the traveling mode changeover switch, which represents the driver's intention, is given priority over the area traveling assistance control. Thereby, it is possible to achieve adjustment between the area traveling assistance control and the operation of the traveling mode changeover switch.

[0014] In the hybrid vehicle of the present disclosure, it may also be that when the control device stops the area traveling assistance control and travels by the normal traveling mode due to the operation of the traveling mode changeover switch during the execution of the area traveling assistance control, the control device continues to stop the area traveling assistance control until the system stops. That is, the area traveling assistance control continues to be stopped during this trip, and the area traveling assistance control is re-executed in the next trip (after the system is started). Thereby, it is possible to achieve adjustment between the subsequent area traveling assistance control and the operation of the traveling mode changeover switch.

[0015] In the hybrid vehicle of the present disclosure, there may also be an indicator that displays traveling in a motor driving mode. When the control device travels in a motor driving area by motor driving through the area driving assistance control, and when the traveling mode changeover switch is operated while the indicator displays traveling in the motor driving mode, the control is made to stop the area driving assistance control and travel in the normal driving mode. When traveling in a motor driving area by motor driving through the area driving assistance control, when the indicator displays traveling in the motor driving mode, the driver can recognize that the vehicle is traveling by motor. Therefore, when the traveling mode changeover switch is operated at this time, the control is made to stop the area driving assistance and travel in the normal driving mode. Thus, the intention of the driver to switch from the motor driving mode to the normal driving mode can be prioritized, and adjustment of the area driving assistance control and the operation of the traveling mode changeover switch can be achieved.

[0016] In the hybrid vehicle of the present disclosure, there may also be an indicator that displays traveling in a motor driving mode. When the control device travels in a motor driving area by motor driving through the area driving assistance control, and when the traveling mode changeover switch is operated while the indicator does not display traveling in the motor driving mode, the motor driving based on the area driving assistance control is continued, and the indicator displays traveling in the motor driving mode. When the traveling mode changeover switch is operated while the indicator does not display traveling in the motor driving mode when traveling in a motor driving area by motor driving through the area driving assistance control, since the driver is not performing motor driving, it can be determined that the traveling mode changeover switch has been operated to perform motor driving. Therefore, the motor driving based on the area driving assistance control is continued, and the indicator displays traveling in the motor driving mode to notify the driver of the intention to perform motor driving. Thus, the intention of the driver to perform motor driving in the motor driving mode can be prioritized, and adjustment of the area driving assistance control and the operation of the traveling mode changeover switch can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 FIG. is a block diagram showing an example of a hybrid vehicle 20 as an embodiment of the present disclosure centered around a hybrid ECU 50.

[0018] Figure 2 FIG. is a flowchart showing an example of the area driving assistance control executed by the hybrid ECU 50.

[0019] Figure 3This is an explanatory diagram showing an example of the changes in the state of the area driving assistance control, driving area, driving mode, motor driving indicator 67, and mode changeover switch 36 when the motor driving indicator 67 is lit during motor driving based on the area driving assistance control.

[0020] Figure 4 This is an explanatory diagram showing an example of the changes in the state of the area driving assistance control, driving area, driving mode, motor driving indicator 67, and mode changeover switch 36 when the motor driving indicator 67 is not lit during motor driving based on the area driving assistance control. Detailed implementation mode

[0021] Next, the mode (implementation mode) for implementing 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 a hybrid ECU.) 50 at the center as a block. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. As driving modes, the hybrid vehicle 20 of the embodiment has a motor driving mode in which it travels using 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 it travels using the power from the engine EG and the power from the motor MG.

[0022] In addition to the power sources, the hybrid vehicle 20 of the embodiment further includes an ignition switch 21, a GPS (Global Positioning System), 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 changeover 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 braking device 64, a display device 66, a motor driving indicator 67, an instrument panel 68, a DCM (Data Communication Module) 70, a navigation system 80, etc.

[0023] The GPS22 is a device that detects the position of a vehicle based on signals sent from multiple GPS satellites. The in-vehicle camera 24 is a camera that captures the surroundings of the vehicle, such as a front camera that captures the front of the vehicle, a rear camera that captures the rear of the vehicle, and the like. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle in front, or detects the inter-vehicle distance and relative speed between the host vehicle and the vehicle behind.

[0024] The acceleration sensor 28 is, for example, a sensor that detects the acceleration of the vehicle in the front-rear direction or the acceleration of the vehicle in the left-right direction (lateral direction). The vehicle speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed and the like. The accelerator sensor 32 detects the accelerator opening corresponding to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position, which is the amount of depression of the brake pedal by the driver. The mode changeover switch 36 is disposed near the steering wheel of the driver's seat and is a switch for switching between the motor driving mode and the normal driving mode. Basically, when the mode changeover switch 36 is operated in the motor driving mode, it switches to the normal driving mode, and when the mode changeover switch 36 is operated in the normal driving mode, it switches to the motor driving mode.

[0025] The battery actuator 38 detects the state of the battery 40, such as the voltage between terminals, the charge-discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the state of charge SOC, which is the ratio of the remaining charge capacity to the total charge capacity, based on the charge-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 state of charge SOC, the battery temperature, and the like. The battery 40 is configured as a rechargeable secondary battery, and for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like can be used.

[0026] Although not shown, 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, and the like. The air-conditioning ECU 42 is assembled in an air-conditioning device that conditions the passenger compartment, and drives and controls the air-conditioning compressor 44 in the air-conditioning device so that the temperature of the passenger compartment becomes the set temperature.

[0027] 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-generator. Although not shown, the motor MG is connected to the battery 40 via an inverter, and can output a driving force using the power supplied from the battery 40, or charge the battery 40 using the generated power.

[0028] Although not shown, the hybrid ECU 50 is configured as 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, the output limit and input limit from the battery actuator 38. It should be noted that the hybrid ECU 50 does not start when the accessory is turned on and starts when it is ready.

[0029] When the motor is running, the hybrid ECU 50 sets the required driving force and required power based on 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 in a manner to output the required driving force and required power to the vehicle, and sends the set torque command to the accelerator actuator 60. When performing hybrid driving, the hybrid ECU 50 sets the target operating point of the engine EG and the torque command of the motor MG in a manner to output the required driving force and 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 based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets the torque command for regeneration control of the motor MG for regeneration based on the required braking force and the vehicle speed, and sets the target braking force of the braking device, sends the torque command to the accelerator actuator 60, and sends the target braking force to the brake actuator 62.

[0030] The accelerator actuator 60 performs drive control on the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening and closing timing control, etc. in a manner to make the engine EG operate at the target operating point (target speed, target torque). In addition, the accelerator actuator 60 performs switching control of the switching elements of the inverter for driving the motor MG in a manner to output a torque equivalent to the torque command from the motor MG.

[0031] The brake actuator 62 controls the brake device 64 in a manner to make the target braking force set by the hybrid ECU 50 act on the vehicle through the brake device 64. The brake device 64 is configured as a friction brake driven hydraulically, for example.

[0032] The display device 66 is assembled, for example, on the mounting panel in front of the driver's seat, displays various information, and also functions as a touch panel. Although not shown, the motor driving indicator 67 is assembled on the mounting panel in front of the driver's seat, lights up when the motor is driving, and goes out when the motor is not driving.

[0033] 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 of the vehicle, the vehicle speed, the driving power, the driving mode, etc. can be cited. As the road traffic information, for example, the information related to the current and future congestion, the information related to the current average vehicle speed and the predicted value of the future average vehicle speed in the section on the driving route, the information related to traffic restrictions, the information related to the weather, the information related to the road surface condition, the information related to the map, etc. can be cited. The DCM 70 communicates with the traffic information management center 100 at a predetermined interval (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.).

[0034] The navigation system 80 is a system that guides the vehicle to the set destination, and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block that has the function of displaying the route to the destination, the vehicle position, etc. on the display device 66 based on 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 waypoint are set, the navigation system 80 sets the route based on the information of the destination and the waypoint, 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. And, the navigation system 80 communicates with the traffic information management center 100 at a predetermined time (for example, every 3 minutes, every 5 minutes, etc.) to obtain the road traffic information, and performs route guidance based on the road traffic information. The map information stored in the map information database 84 includes not only the data as the map, but also the road gradient, the road category, the altitude, etc. for each driving section.

[0035] When the navigation system 80 performs route guidance, every time it obtains road traffic information from the traffic information management center 100 (or at predetermined intervals), it generates information on each driving section within the driving route in the road traffic information obtained from the traffic information management center 100, information related to driving load, load information required for driving in each driving section based on the vehicle speed, driving power, driving mode, etc. of the own vehicle, etc. as pre-read information, and sends it to the hybrid ECU 50. It should be noted that as pre-read information, it also includes information of the own vehicle such as the position, vehicle speed, driving power, driving mode, etc. of the own vehicle, information related to current and future congestion, information related to the predicted values of the current average vehicle speed and future average vehicle speed in the sections on the driving route, information related to traffic control, information related to weather, information related to road surface conditions, information related to maps, etc. In the information related to maps, it also includes areas (motor driving areas) determined by municipalities, etc. where motor driving should be performed. The navigation system 80 can also set the motor driving area by specifying an area such as near the user's home through user operations. The navigation system 80 sends a signal indicating whether it is a motor driving area to the hybrid ECU 50 when the own vehicle is driving.

[0036] Next, the operation of the hybrid vehicle 20 configured in this way, particularly the operation when driving in the motor driving area, will be described. Figure 2 It is a flowchart showing an example of area driving assistance control executed by the hybrid ECU 50. This control is executed from when the ignition switch 21 is turned on and the system starts up until end processing is performed.

[0037] When executing the area driving assistance control, the hybrid ECU 50 first obtains information on the planned or estimated driving route within a predetermined range from the current location (step S100). The predetermined range can be 5 km, 10 km, 15 km, etc. The planned driving route is the driving route planned by the navigation system 80 as the route guidance from the current location to the destination by setting the destination, and the estimated driving route is the driving route estimated to drive from the current location. As the obtained information, in addition to the above-mentioned pre-read information, it also includes the presence or absence of a motor driving area, the start point and end point of the motor driving area in the case where there is a motor driving area, etc.

[0038] Next, it is determined 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, it is determined whether the ignition switch 21 is turned off (step S200). When it is determined that the ignition switch 21 is not turned off (is in the on state), the process returns to step S100 to obtain information on the planned or estimated driving route within a predetermined range from the current location.

[0039] When it is determined in step S110 that there is a motor driving area in the planned or estimated driving route within a predetermined range, preparation for driving in the motor driving area is performed (step S120). As preparation for driving in the motor driving area, it includes preparation for increasing the state of charge SOC of the battery 40 from a location that is a predetermined distance (1 km, 2 km, etc.) ahead of the starting point of the motor driving area so as to enable motor driving in the motor driving area.

[0040] Next, wait until the starting point of the motor driving area is reached (step S130), switch to the motor driving mode and drive by motor driving (step S140). Then, it is determined whether there is an operation of the mode changeover switch 36 (step S150). When it is determined that there is no operation of the mode changeover switch 36, it is determined whether the end point of the motor driving area is reached (step S180). When it is determined that the end point of the motor driving area has not been reached, the process returns to the process of determining whether there is an operation of the mode changeover switch 36 in step S150. When there is no operation of the mode changeover switch 36 during driving in the motor driving area, motor driving based on the motor driving mode continues until the end point of the motor driving area is reached. When it is determined in step S180 that the end point of the motor driving area has been reached, the driving mode is switched to the normal driving mode (step S190), it is determined whether the ignition switch 21 is turned off (step S200). When it is determined that the ignition switch 21 is not turned off (is in the on state), the process returns to the process of obtaining information on the planned or estimated driving route within a predetermined range from the current location in step S100. On the other hand, when it is determined that the ignition switch 21 is turned off, the area driving assist control is ended.

[0041] When an operation of the mode changeover switch 36 is performed during driving in the motor driving area, a positive determination is made in step S150, and it is determined whether the motor driving indicator 67 is lit (step S160). In the hybrid vehicle of the embodiment, when it is considered that the user wants to recognize the driving mode when automatically switching from the normal driving mode to the motor driving mode by the area driving assist control, it can be set that the motor driving indicator 67 is lit when driving in the motor driving mode during the execution of the area driving assist control. When it is considered that the user does not want to recognize the driving mode when automatically switching from the normal driving mode to the motor driving mode by the area driving assist control, it can be set that the motor driving indicator 67 is lit when driving in the motor driving mode during the execution of the area driving assist control. In the former case, when the motor driving mode is entered by the area driving assist control, the motor driving indicator 67 is lit. In the latter case, even when the motor driving mode is entered by the area driving assist control, the motor driving indicator 67 is not lit.

[0042] When it is determined in step S160 that the motor travel indicator 67 is not lit, the motor travel indicator 67 is lit (step S170), it is determined whether to continue motor travel and reach the end point of the motor travel area (step S180), and when it is determined that the end point of the motor travel area has not been reached, the process returns to step S150 to determine whether there is an operation of the mode changeover switch 36.

[0043] When it is determined in step S160 that the motor travel indicator 67 is lit, the mode is switched from the motor travel mode to the normal travel mode (step S210), the end of the area travel assist control is notified (step S220), and this process ends. In this way, during the period when the motor travel indicator 67 is lit under the area travel assist control, the operation of the mode changeover switch 36 is determined to mean that the driver switches from the motor travel mode to the normal travel mode, and driving based on the normal travel mode is performed even in the motor travel area, while ending the area travel assist control. As a result, a travel mode that gives priority to the driver's intention can be set. It should be noted that regarding the determination in step S160 that the motor travel indicator 67 is lit, when it is set that the motor travel indicator 67 is lit during motor travel in the execution of the area travel assist control, it is performed when the mode changeover switch 36 is operated for the first time in the motor travel area, and when it is set that the motor travel indicator 67 is not lit during motor travel in the execution of the area travel assist control, it is performed when the mode changeover switch 36 is operated for the second time in the motor travel area.

[0044] In Figure 3 and Figure 4 shows an example of the changes in the states of the area travel assist control, the travel area, the travel mode, the motor travel indicator 67, and the mode changeover switch 36 in the case of a setting in which the motor travel indicator 67 is lit during motor travel based on the area travel assist control ( Figure 3 ) and the case of a setting in which it is not lit ( Figure 4 ). In the figure, point P1 is the start point of the motor travel area, and point P4 is the end point of the motor travel area. Points P2 and P3 are the points where the driver operates the mode changeover switch 36 in the motor travel area, and point P5 is the point where the driver operates the mode changeover switch 36 after ending the motor travel area. In the case of a setting in which the motor travel indicator 67 is lit during motor travel based on the area travel assist control, as Figure 3As shown, at point P2 where the initial mode changeover switch 36 is operated after reaching the motor driving area, the mode is changed from the motor driving mode to the normal driving mode, and the area driving assist control ends. Thereafter, each time the driver operates the mode changeover switch 36 (point P3, point P5), the mode is changed from the normal driving mode to the motor driving mode or from the motor driving mode to the normal driving mode. On the other hand, in the case of the setting where the motor driving indicator 67 is not lit during the motor driving based on the area driving assist control, as Figure 4 shown, at point P2 where the initial mode changeover switch 36 is operated after reaching the motor driving area, the motor driving indicator 67 is not lit, so the motor driving indicator 67 is lit and the motor driving mode is continued. At point P3 where the driver performs the second operation of the mode changeover switch 36, the motor driving indicator 67 is lit, so the mode is changed from the motor driving mode to the normal driving mode and the area driving assist control ends. Thereafter, each time the driver operates the mode changeover switch 36 (point P5), the mode is changed from the normal driving mode to the motor driving mode or from the motor driving mode to the normal driving mode.

[0045] In the hybrid vehicle 20 of the embodiment described above, when the driver operates the mode changeover switch 36 during the motor driving in the motor driving area by the area driving assist control, the area driving assist control ends and the vehicle travels in the normal driving mode. Thus, the operation of the mode changeover switch 36 as the driver's intention can be prioritized over the area driving assist control, and as a result, adjustment between the area driving assist control and the driver's operation of the mode changeover switch 36 can be achieved.

[0046] In the hybrid vehicle 20 of the embodiment, when the driver operates the mode changeover switch 36 during the motor driving in the motor driving area with the motor driving indicator 67 lit by the area driving assist control, the area driving assist control ends and the vehicle travels in the normal driving mode. On the other hand, when the driver operates the mode changeover switch 36 during the motor driving in the motor driving area without the motor driving indicator 67 being lit (in the extinguished state) by the area driving assist control, the motor driving indicator 67 is lit and the motor driving based on the area driving assist control is continued. Thus, it is also possible to cope with the situation where, although the motor driving based on the area driving assist control is being performed, since the motor driving indicator 67 is extinguished, the driver thinks that the vehicle is traveling in the normal driving mode and operates the mode changeover switch 36 to switch to the motor driving mode.

[0047] In the hybrid vehicle 20 of the embodiment, the user can make a setting to light the motor driving indicator 67 or not to light it during the motor driving based on the area driving assist control, but it can also be set so that such a user setting cannot be made.

[0048] In the hybrid vehicle 20 of the embodiment, when the driver operates the mode changeover switch 36 during motor running in the motor running range by area driving assistance control to end the area driving assistance control, the end of the area driving assistance control is notified, but the end of the area driving assistance control may not be notified.

[0049] The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of the specific embodiment will be 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".

[0050] It should be noted that the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of the specific embodiment is an example for specifically explaining the manner in which the embodiment is used to implement the invention described in the column of the specific embodiment, and thus does not limit the elements of the invention described in the column of the specific embodiment. That is, the interpretation of the invention described in the column of the specific embodiment should be based on the description in that column, and the embodiment is merely a specific example of the invention described in the column of the specific embodiment.

[0051] As described above, the present disclosure has been described using the embodiment, but the present disclosure is in no way limited to such an embodiment, and can of course be implemented in various ways without departing from the gist of the present disclosure.

[0052] Industrial Applicability

[0053] The present disclosure can be utilized in the manufacturing industry of hybrid vehicles and the like.

Claims

1. A hybrid vehicle, characterized in that: The hybrid vehicle has: The engine can output 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 controls the engine and the motor by switching between a motor driving mode and a normal driving mode, and performs regional driving assist control for switching to the motor driving mode to perform motor driving when driving in a motor driving area that is pre-set as an area where motor driving should be performed, wherein the motor driving mode is a mode of motor driving using power from the motor in a state where the operation of the engine is stopped, and the normal driving mode is a mode of normal driving using power from the engine and power from the motor as needed, wherein: The control device controls the vehicle to stop the area driving assist control and to drive in the normal driving mode when a driving mode changeover switch is operated during motor driving in a motor driving area by the area driving assist control.

2. The hybrid vehicle according to claim 1, wherein: When the control device stops the area driving assist control and drives the vehicle in the normal driving mode due to the operation of the driving mode switching switch during the execution of the area driving assist control, the control device continues to stop the area driving assist control until the system stops.

3. The hybrid vehicle according to claim 1, wherein: An indicator showing that the vehicle is in motor-based driving mode is provided. When the vehicle is traveling in a motor traveling area by motor traveling by the area traveling assist control, if the traveling mode switching switch is operated while the indicator indicates traveling in a motor traveling mode, the control device controls the vehicle to stop the area traveling assist control and travel in a normal traveling mode.

4. The hybrid vehicle according to claim 1, wherein: An indicator showing that the vehicle is in motor-based driving mode is provided. When the vehicle is traveling in a motor driving area by motor driving through the area driving assist control, if the driving mode switching switch is operated while the indicator does not display driving based on the motor driving mode, the control device continues the motor driving based on the area driving assist control, and the indicator displays driving based on the motor driving mode.

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