Hybrid vehicle

Abstract

The present disclosure provides a hybrid vehicle that reduces discomfort brought to a driver with respect to switching of traveling modes. When switching to the normal travel mode by the operation of the mode change-over switch, the control device of the hybrid vehicle maintains the normal travel mode until a predetermined time has elapsed even if a request to switch to the motor travel mode is generated on the basis of the travel assistance plan. As a result, it is possible to reduce discomfort to the driver due to switching to the motor traveling mode in a short time after switching to the normal traveling mode by the operation of the mode switching switch.

Description

Technical Field

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

[0002] Conventionally, hybrid vehicles of this type have been proposed that switch between various modes, depending on the mode switching speed, such as 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. (For example, see Patent Document 1.) This hybrid vehicle can achieve driving suited to the environment by switching the mode switching speed according to various environments, such as urban areas, suburban areas, highways, and tunnels.

[0003] Prior art literature

[0004] Patent Literature

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

[0006] Problems to be solved by the invention

[0007] Many hybrid vehicles of this type are equipped with a mode switch that switches between a motor drive mode (motor drive with the engine stopped) and a normal drive mode (normal drive mode, which uses both engine and motor power as needed). The driver can freely select between motor drive mode and normal drive mode by operating the mode switch. Furthermore, hybrid vehicles have been proposed that, in order to achieve energy-efficient travel along a set or estimated travel route, create a driving assistance plan that allocates motor drive mode and normal drive mode to each travel section of the route and switch the driving mode based on this driving assistance plan. While driving in motor drive mode, if the driver switches to normal drive mode by operating the mode switch and then switches back to motor drive mode shortly thereafter based on the driving assistance plan, the driver's intended switch operation may not be reflected, causing discomfort to the driver. Furthermore, if the driver switches to motor drive mode by operating the mode switch, and then switches to motor drive mode shortly after the switch to motor drive mode is rejected, or if a driving assistance program is used to switch to motor drive mode, the driver may feel uncomfortable with the switch to motor drive mode despite the rejection of the switch to motor drive. The same applies if the driver switches to motor drive mode shortly after the motor drive mode is canceled during driving.

[0008] The main purpose of the hybrid vehicle disclosed herein is to reduce the discomfort caused to the driver by switching between driving modes.

[0009] Means used to solve problems

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

[0011] A first hybrid vehicle of the present disclosure comprises:

[0012] The engine is capable of outputting power for driving;

[0013] The motor can output power for driving;

[0014] a power storage device capable of exchanging electric power with the motor;

[0015] a mode switching switch for switching between a motor driving mode in which the vehicle is driven by the power of the motor while the engine is stopped, 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

[0016] A control device creates a driving assistance plan and executes driving assistance control, wherein the driving assistance plan assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and the driving assistance control controls the engine and the motor to drive the vehicle based on the driving assistance plan. The hybrid vehicle is characterized in that:

[0017] When the mode changeover switch is operated to switch to the normal driving mode, the control device maintains the normal driving mode until a predetermined time has elapsed even if a request to switch to the motor driving mode is generated based on the driving assistance plan.

[0018] A first hybrid vehicle disclosed herein includes an engine capable of outputting power for driving; a motor capable of outputting power for driving; a power storage device capable of exchanging electric power with the motor; a mode switch for switching between a motor driving mode and a normal driving mode, wherein the motor driving mode utilizes power from the motor while the engine is stopped; and a control device for creating a driving assistance plan and executing driving assistance control, wherein the motor driving mode and the normal driving mode are assigned to each driving section of a set or estimated driving route, and wherein the driving assistance control controls the engine and the motor to achieve driving based on the driving assistance plan. When the normal driving mode is switched to by operating the mode switch, the control device maintains the normal driving mode until a predetermined time has elapsed, even if a request to switch to the motor driving mode is issued based on the driving assistance plan. This reduces the driver's discomfort caused by switching to the motor driving mode shortly after switching to the normal driving mode by operating the mode switch.

[0019] The second hybrid vehicle of the present disclosure comprises:

[0020] The engine is capable of outputting power for driving;

[0021] The motor can output power for driving;

[0022] a power storage device capable of exchanging electric power with the motor;

[0023] a mode switching switch for switching between a motor driving mode in which the vehicle is driven by the power of the motor while the engine is stopped, 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

[0024] A control device creates a driving assistance plan and executes driving assistance control, wherein the driving assistance plan assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and the driving assistance control controls the engine and the motor to drive the vehicle based on the driving assistance plan. The hybrid vehicle is characterized in that:

[0025] When switching to the motor driving mode is rejected when the mode switching switch is operated, or when the motor driving mode is canceled during driving in the motor driving mode, the control device maintains the normal driving mode until a first prescribed time has passed, even if a request to switch to the motor driving mode is generated based on the driving assistance plan.

[0026] A second hybrid vehicle of the present disclosure includes: an engine capable of outputting power for driving; a motor capable of outputting power for driving; a power storage device capable of exchanging electric power with the motor; a mode switch for switching between a motor driving mode and a normal driving mode, wherein the motor driving mode performs motor driving using power from the motor while the engine is stopped; and a control device for creating a driving assistance plan and executing driving assistance control, wherein the motor driving mode and the normal driving mode are assigned to respective driving sections of a set or estimated driving route, and wherein the driving assistance control controls the engine and the motor to achieve driving based on the driving assistance plan. If switching to the motor driving mode is rejected when the mode switch is operated, or if the motor driving mode is canceled during driving in the motor driving mode, the control device maintains the normal driving mode until a first predetermined time has elapsed, even if a request to switch to the motor driving mode is generated based on the driving assistance plan. This can reduce the driver's discomfort caused by switching to the motor travel mode within a short period of time after the switch to the motor travel mode is rejected or the motor travel mode is canceled.

[0027] In the second hybrid vehicle of the present disclosure, the control device may, when the switch to the motor drive mode is rejected, notify the driver that the switch to the motor drive mode has been rejected within a second predetermined time period that is shorter than the first predetermined time period. The control device may also, when the motor drive mode is canceled, notify the driver that the motor drive mode has been canceled within the second predetermined time period that is shorter than the first predetermined time period. In this manner, the driver can be notified that the switch to the motor drive mode has been rejected or that the motor drive mode has been canceled. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a block diagram showing an example of the hybrid vehicle 20 as one embodiment of the present disclosure, with the hybrid ECU 50 as a center.

[0029] Figure 2 This is a flowchart showing an example of the driving assist control executed by the hybrid ECU 50 .

[0030] Figure 3 This is a flowchart showing an example of driving assist control according to a modification.

[0031] Figure 4 This is a flowchart showing an example of driving assist control according to a modification. DETAILED DESCRIPTION

[0032] Next, a mode (embodiment) for carrying out the present disclosure will be described. Figure 1 This block diagram illustrates an example of a hybrid vehicle 20, one embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50 as a central block. As shown in the diagram, 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 drive mode, in which the vehicle is driven using power from the motor MG with the engine EG stopped, and a normal drive mode, in which the engine EG is operated as needed, for driving using power from both the engine EG and the motor MG.

[0033] 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, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an acceleration 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 acceleration actuator 60, a brake actuator 62, a braking device 64, a display device 66, a motor driving indicator 67, an instrument 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0034] The GPS 22 detects the vehicle's position based on signals transmitted from multiple GPS satellites. The onboard camera 24 captures images of the vehicle's surroundings, such as a front camera that captures images in front of the vehicle and a rear camera that captures images behind the vehicle. The millimeter-wave radar 26 detects the distance and relative speed between the vehicle and the vehicle ahead, or the vehicle behind.

[0035] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-to-rear direction of the vehicle or the acceleration in the left-to-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The acceleration 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 as the amount of depression of the driver's brake pedal, etc. The mode change switch 36 is arranged 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, if the mode change switch 36 is operated in the motor driving mode, it switches to the normal driving mode, and if the mode change switch 36 is operated in the normal driving mode, it switches to the motor driving mode.

[0036] The battery actuator 38 detects the status of the battery 40, such as the terminal voltage, charge / discharge current, and battery temperature, and manages the battery 40 based on these conditions. Based on the charge / discharge current, the battery actuator 38 calculates the battery capacity ratio (SOC), which is the ratio of the remaining battery capacity to the total battery capacity. Furthermore, based on the battery capacity ratio (SOC) and the battery temperature, the battery actuator 38 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. The battery 40 is configured as a rechargeable and dischargeable secondary battery. For example, a lithium-ion battery, a nickel-metal hydride battery, or a lead-acid battery can be used.

[0037] Although not shown, the air conditioning ECU 42 is configured as a microcomputer centered around a CPU and, in addition to the CPU, includes ROM or RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioning ECU 42 is incorporated into an air conditioning unit that air-conditions the vehicle interior and controls the operation of the air conditioning compressor 44 in the air conditioning unit to maintain the vehicle interior at a set temperature.

[0038] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, an electric motor that also functions as a generator, such as a synchronous motor. 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.

[0039] Although not shown, the hybrid ECU 50 is constructed as a microcomputer centered around a CPU and, in addition to the CPU, includes ROM or RAM, flash memory, input ports, output ports, and communication ports. The hybrid ECU 50 sets the driving mode and, based on the set driving mode, the accelerator position from the acceleration sensor 32, the brake position from the brake sensor 34, and the output and input limits from the battery actuator 38, sets the target operating point (target speed and target torque) of the engine EG and the torque command for the motor MG. The hybrid ECU 50 does not activate when the accessory is on, but activates when it is in the read-on state.

[0040] During motor running, the hybrid ECU 50 sets the requested driving force and power based on the accelerator position from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30. It also sets a torque command for the motor MG to output the requested driving force and power to the vehicle and transmits the set torque command to the accelerator actuator 60. During hybrid running, the hybrid ECU 50 sets a target operating point for the engine EG and a torque command for the motor MG to output the requested driving force and power to the vehicle and transmits the target operating point and torque command to the accelerator actuator 60. Furthermore, when the brake pedal is depressed, the hybrid ECU 50 sets a requested braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30. It sets a regenerative torque command for regenerative control of the motor MG based on the requested braking force and vehicle speed. It also sets a target braking force for the brake device and transmits the torque command to the accelerator actuator 60, which in turn transmits the target braking force to the brake actuator 62.

[0041] The acceleration actuator 60 controls the engine EG and the motor MG based on the target operating point and torque command set by the hybrid ECU 50. The acceleration actuator 60 controls the intake air volume, fuel injection, ignition, and intake valve timing to operate the engine EG at the target operating point (target speed and target torque). Furthermore, the acceleration actuator 60 controls the switching elements of the inverter that drives the motor MG, thereby outputting a torque corresponding to the torque command from the motor MG.

[0042] 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.

[0043] The display device 66 is assembled on a mounting panel in front of the driver's seat, for example, and displays various information and also functions as a touch panel. Although not shown, the motor running indicator 67 is assembled on the mounting panel in front of the driver's seat and illuminates during motor running and turns off when motor running is not in progress.

[0044] The DCM (Data Communication Module) 70 transmits information about the vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100. Examples of the vehicle's information include the vehicle's location, speed, driving power, and driving mode. Examples of road traffic information include information about current and future congestion, information about the current average vehicle speed and predicted future average vehicle speed in a section of the driving route, information about traffic control, information about weather, information about road surface conditions, and information about maps. The DCM 70 communicates with the traffic information management center 100 at specified intervals (e.g., every 30 seconds, every 1 minute, every 2 minutes, etc.).

[0045] The navigation system 80 is a system that guides the vehicle to a set destination and includes a display unit 82 and a map information database 84. The display unit 82 is a functional block that displays the route to the destination or the vehicle's position on the display device 66 based on map information. The navigation system 80 communicates with the traffic information management center 100 via the DCM (Data Communication Module) 70. When a destination or a via point is set, the navigation system 80 sets the route based on the destination or via point information, the current location (the vehicle's current position) obtained by the GPS 22, and the information stored in the map information database 84. The navigation system 80 then communicates with the traffic information management center 100 at predetermined intervals (e.g., every 3 minutes or every 5 minutes) to obtain road traffic information and provides route guidance based on the road traffic information. The map information stored in the map information database 84 includes not only map data but also information on the road slope, road type, altitude, etc. for each travel interval.

[0046] When providing route guidance, the navigation system 80 generates prediction information, including information on the load required for driving in each driving segment, based on the information obtained from the traffic information management center 100 (or at predetermined intervals), based on information on each driving segment within the driving route, information related to driving load, the vehicle's speed, driving power, and driving mode. This prediction information is then transmitted to the hybrid ECU 50. This prediction information includes vehicle information such as the vehicle's position, speed, driving power, and driving mode; information on current and future traffic congestion; information on the current and future average vehicle speeds within the driving route segments; information on traffic regulations; information on weather conditions; information on road conditions; and map information. Map information also includes areas designated by municipalities for motor driving (motor driving zones). The navigation system 80 can also set motor driving zones by user operation, such as those near one's home. The navigation system 80 transmits a signal to the hybrid ECU 50 indicating whether the vehicle is in the motor driving area while the vehicle is traveling.

[0047] Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when the hybrid vehicle 20 is traveling using the travel assist control, will be described. Figure 2 1 is a flowchart showing an example of driving assist control executed by the hybrid ECU 50. This control is executed from the time the ignition switch 21 is turned on and the system is started until termination processing is performed.

[0048] When executing driving assist control, the hybrid ECU 50 first determines whether the prediction information has been updated (step S100). In the embodiment, the determination of whether the prediction information has been updated is made based on whether an update signal transmitted from the navigation system 80 is received when the prediction information is generated by the navigation system 80. If it is determined that the prediction information has been updated, information on a planned or estimated driving route within a specified range from the current location is obtained (step S110). The specified range can be 5km, 10km, 15km, etc. A planned driving route is a driving route that is planned by the navigation system 80 as a route from the current location to the destination by setting a destination, while an estimated driving route is a driving route estimated from the current location. In addition to the aforementioned prediction information, the acquired information also includes the presence of a motor driving area and, if so, the starting and ending points of the motor driving area. Then, based on the driving route information, a driving assistance plan is created that assigns a motor driving mode and a normal driving mode to each driving section of the driving route (step S120), and execution of the created driving assistance plan begins (step S130). The driving assistance plan can be prepared using various allocation methods. For example, the motor driving mode is allocated to the driving intervals in the driving route that belong to the motor driving area, and the motor driving mode is allocated to the driving intervals that do not belong to the motor driving area in the order of the load of each driving interval from small to large until the battery 40's storage ratio SOC reaches the specified storage ratio, and the normal driving mode is allocated to the remaining driving intervals.

[0049] If it is determined in step S100 that the prediction information has not been updated, or after the processing from steps S100 to S130 has been completed, the hybrid ECU 50 determines whether the vehicle is traveling in the motor driving mode (step S140). If it is determined that the vehicle is traveling in the motor driving mode, it then determines whether the mode switch 36 has been operated by the driver (step S150). If it is determined that the mode switch 36 has been operated by the driver, that is, if it is determined that the mode switch 36 has been operated by the driver while the vehicle is traveling in the motor driving mode, the driving mode is switched to the normal driving mode (step S160) and a flag Fm is set to a value of 1 (step S170). The flag Fm is initially set to a value of 0. It is set to a value of 1 when the driver operates the mode switch 36 to switch to the normal driving mode. It is then set to a value of 0 in step S210, described later.

[0050] Next, the hybrid ECU 50 determines whether a request to switch to motor driving mode has been received based on the driving assist plan (step S180). The request to switch to motor driving mode is made while the vehicle is traveling in normal driving mode within a driving zone assigned to motor driving mode. If a request to switch to motor driving mode has been received, the ECU 50 determines whether flag Fm is set to 1 (step S190). If flag Fm is set to 1, the ECU 50 determines whether a predetermined time has elapsed since the driver operated the mode switch 36 to switch to normal driving mode (when flag Fm was set to 1) (step S200). The predetermined time is a time period sufficient for the driver to experience minimal discomfort when switching back to motor driving mode after the driver operated the mode switch 36 to switch from motor driving mode to normal driving mode. For example, 5 seconds, 10 seconds, or 15 seconds can be used. If it is determined in step S200 that the predetermined time has elapsed, the flag Fm is set to 0 (step S210), the driving mode is switched to the motor driving mode (step S220), and a determination is made as to whether the control has ended (step S230). The determination of the end of control is made upon arrival at the destination, when the ignition switch 21 is turned off, and so on. If it is determined that the control has not ended, the process returns to the process of determining whether the prediction information has been updated in step S100. If it is determined that the control has ended, the driving assist control ends.

[0051] If the hybrid ECU 50 determines in step S200 that the predetermined time has not elapsed since the driver operated the mode switch 36 to switch to the normal driving mode (when the flag Fm is set to 1), the driving mode is maintained in the normal driving mode without switching to the motor driving mode and a determination is made as to whether control has ended (step S230). If the control is determined not to have ended, the hybrid ECU 50 returns to step S100 and, if the control is determined to have ended, ends the driving assist control. In other words, the hybrid ECU 50 maintains the normal driving mode without switching to the motor driving mode until the predetermined time has elapsed since the driver operated the mode switch 36 to switch to the normal driving mode (when the flag Fm is set to 1). This reduces the driver's discomfort caused by switching to the motor driving mode a short time after the driver operated the mode switch 36.

[0052] When the hybrid ECU 50 determines in step S190 that the flag Fm is not a value of 1 (is a value of 0), it immediately switches the driving mode from the normal driving mode to the motor driving mode (step S220), and determines whether the control is terminated (step S230). If it is determined that the control is not terminated, it returns to step S100. If it is determined that the control is terminated, it terminates the driving assist control.

[0053] When it is determined in step S180 that there is no request to switch to the motor driving mode, the hybrid ECU 50 maintains the current driving mode and determines whether the control is terminated (step S230). If it is determined that the control is not terminated, the process returns to step S100. If it is determined that the control is terminated, the driving assist control is terminated.

[0054] When it is determined in step S140 that the vehicle is not traveling in the motor driving mode (traveling in the normal driving mode), or when it is determined in step S140 that the vehicle is traveling in the motor driving mode but it is determined in step S150 that the mode switching switch 36 is not operated by the driver, the hybrid ECU 50 maintains the driving mode and performs the processing after step S180.

[0055] In the hybrid vehicle 20 of the embodiment described above, when the driver operates the mode changeover switch 36 to switch the driving mode to the normal driving mode while driving in the motor driving mode, the normal driving mode is maintained until a predetermined time has passed, even if a request for the motor driving mode is made based on the driving assistance plan. This can reduce the driver's discomfort caused by switching to the motor driving mode a short time after the driver operates the mode changeover switch 36 to switch to the normal driving mode.

[0056] In the hybrid vehicle 20 of the embodiment, when the driver operates the mode changeover switch 36 to switch the driving mode to the normal driving mode during driving in the motor driving mode, the normal driving mode is maintained until a predetermined time has elapsed. However, if the driver operates the mode changeover switch 36 to switch the driving mode to the motor driving mode during driving in the normal driving mode but the switch to the motor driving mode is rejected due to system reasons, the normal driving mode may be maintained until the predetermined time has elapsed. Alternatively, if the motor driving mode is canceled and switched to the normal driving mode during driving in the motor driving mode, the normal driving mode may be maintained until the predetermined time has elapsed. Figure 3 An example of driving assist control when switching to the motor driving mode is rejected is shown. Figure 4 An example of the driving assist control when the motor driving mode is canceled is shown.

[0057] exist Figure 3 In the driving assistance control shown, Figure 2The driving assistance control steps S100 to S130 are the same. When the prediction information is updated (step S300), the information of the planned or estimated driving route within a specified range from the current location is obtained (step S310), and based on the driving route information, a driving assistance plan is prepared to allocate the motor driving mode or the normal driving mode to each driving section of the driving route (step S320), and the prepared driving assistance plan is started to be executed (step S330).

[0058] Next, hybrid ECU 50 determines whether the vehicle is traveling in normal driving mode (step S340). If it is determined that the vehicle is traveling in normal driving mode, it determines whether the driver has operated mode switch 36 (step S350). If it is determined that the driver has operated mode switch 36, that is, if it is determined that the driver has operated mode switch 36 while traveling in normal driving mode, it determines whether the switch to motor driving mode has been rejected (step S360). The rejection of the switch to motor driving mode may be due to circumstances where motor driving in motor driving mode is difficult. Examples include the catalyst warming up, the battery 40's charge fraction (SOC) being below a specified value, the battery 40 temperature being low, the vehicle speed V being above a specified speed, or the accelerator opening Acc being above a specified opening. If the switch to motor driving mode is determined to be rejected, a warning indicating the rejection is illuminated to inform the driver (step S380), and a flag Fr is set to a value of 1 (step S390). The warning is illuminated for a time shorter than the predetermined time (step S420) described later. The flag Fr is initially set to 0. If the driver's operation of the mode switch 36 rejects the switch to the motor drive mode, the flag is set to 1. The flag is then reset to 0 in step S430, described later. If it is determined in step S360 that the switch to the motor drive mode has not been rejected, the drive mode is switched from the normal drive mode to the motor drive mode (step S370).

[0059] Next, the hybrid ECU 50 determines whether a request to switch to motor drive mode has been received based on the driving assistance plan (step S400). If a request to switch to motor drive mode has been received, the hybrid ECU 50 determines whether a flag Fr is set to 1 (step S410). If the flag Fr is set to 1, the hybrid ECU 50 determines whether a predetermined time has elapsed since the driver's operation of the mode switch 36 to switch to motor drive mode was rejected (step S420). The predetermined time is a time period from the time the switch to motor drive mode was rejected, allowing the driver to experience minimal discomfort when switching to motor drive mode through driving assistance control. This predetermined time period is longer than the duration of the warning light in step S380. Examples of the predetermined time period include 5 seconds, 10 seconds, and 15 seconds. When it is determined in step S420 that the specified time has passed, the flag Fr is set to a value of 0 (step S430), the driving mode is switched from the normal driving mode to the motor driving mode (step S440), and it is determined whether the control is ended (step S450). If it is determined that the control is not ended, the process returns to step S300, and if it is determined that the control is ended, the driving assist control is ended.

[0060] Thus, if the driver operates the mode switch 36 while driving in normal driving mode and attempts to switch to motor driving mode, but the switch to motor driving mode is denied due to system reasons, normal driving mode remains in effect until a predetermined time has passed, even if a request to switch to motor driving mode is made based on the driving assistance plan. This reduces the driver's discomfort caused by switching to motor driving mode a short time after the driver's operation of the mode switch 36 has denied the switch to motor driving mode. Furthermore, since the warning light illuminates when the switch to motor driving mode is denied, the driver is notified of the denial. In this case, since the predetermined time is set longer than the warning light illumination duration, the switch to motor driving mode is made based on the request to switch to motor driving mode based on the driving assistance plan after the warning light, which notifies the driver of the denial of the switch to motor driving mode, has ceased to illuminate and a certain amount of time has passed. This further reduces the driver's discomfort.

[0061] exist Figure 4 In the driving assistance control of Figure 2 The steps S100 to S130 of the driving assistance control are the same. When the prediction information is updated (step S500), the information of the planned or estimated driving route within a specified range from the current location is obtained (step S510), and based on the information of the driving path, a driving assistance plan is prepared to allocate the motor driving mode or the normal driving mode to each driving section of the driving path (step S520), and the prepared driving assistance plan is started to be executed (step S530).

[0062] Next, the hybrid ECU 50 determines whether the vehicle is traveling in the motor drive mode (step S540). If it is determined that the vehicle is traveling in the motor drive mode, it determines whether there is a request to cancel the motor drive mode (step S550). The request to cancel the motor drive mode may arise due to a situation where it is difficult to continue the motor drive mode. Examples include situations where the battery 40's SOC falls below a specified value, the vehicle speed V exceeds a specified speed, or the accelerator opening Acc exceeds a specified opening. If it is determined that there is a request to cancel the motor drive mode, the vehicle mode is switched from the motor drive mode to the normal drive mode (step S560). To notify the driver that the motor drive mode has been canceled, a warning indicating this is illuminated (step S570), and a flag Fc is set to a value of 1 (step S580). The warning is illuminated for a period of time shorter than a specified time (step S610) described below. Flag Fc is initially set to 0, is set to 1 when the motor drive mode is canceled, and is set to 0 in step S620 described below. If it is determined in step S550 that the request to cancel the motor travel mode has not been made, the normal travel mode is continued.

[0063] Next, the hybrid ECU 50 determines whether a request to switch to motor drive mode has been received based on the driving assistance plan (step S590). If a request to switch to motor drive mode has been received, the hybrid ECU 50 determines whether a flag Fc is set to 1 (step S600). If the flag Fc is set to 1, the hybrid ECU 50 determines whether a predetermined time has elapsed since the motor drive mode was canceled (step S610). The predetermined time is a time period sufficient for the driver to experience minimal discomfort when switching to motor drive mode through driving assistance control after the motor drive mode is canceled. This predetermined time period is longer than the duration of the warning light in step S570. Examples of the predetermined time period include 5 seconds, 10 seconds, and 15 seconds. If the predetermined time period is determined to have elapsed in step S610, the flag Fc is set to 0 (step S620), the driving mode is switched from normal driving mode to motor drive mode (step S630), and the control is determined to have terminated (step S640). If the control has not terminated, the process returns to step S500. If the control has terminated, the driving assistance control is terminated.

[0064] In this way, if the motor drive mode is canceled while the vehicle is traveling in the motor drive mode, normal travel mode is maintained until a predetermined time has passed, even if a request for motor drive mode is made based on the driving assistance plan. This reduces the driver's discomfort caused by switching to the motor drive mode shortly after the motor drive mode is canceled. Furthermore, since the warning is illuminated when the motor drive mode is canceled, the driver is notified of the cancellation. In this case, since the predetermined time is set longer than the warning's illumination duration, the vehicle switches to the motor drive mode based on the request for motor drive mode based on the driving assistance plan after a certain period of time has passed since the warning notifying the driver of the cancellation of the motor drive mode ends. This further reduces the driver's discomfort.

[0065] The following describes the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on solving the problems. 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 mode switch 36 corresponds to the "mode switch." The hybrid electronic control unit 50 corresponds to the "control device."

[0066] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section "Solutions to Problems" is intended to specifically illustrate an example of how to implement the invention described in the section "Solutions to Problems" and does not limit the elements of the invention described in the section "Solutions to Problems." In other words, the invention described in the section "Solutions to Problems" should be interpreted based on the description in that section, and the embodiment is merely a specific example of the invention described in the section "Solutions to Problems."

[0067] Although the embodiments of the present disclosure have been described above, it is understood that the present disclosure is not limited to these embodiments in any way and can be implemented in various forms without departing from the gist of the present disclosure.

[0068] Industrial Applicability

[0069] The present disclosure can be utilized in the hybrid vehicle manufacturing industry and the like.

Claims

1. A hybrid vehicle comprising: The engine is capable of outputting power for driving; The motor can output power for driving; a power storage device capable of exchanging electric power with the motor; a mode switching switch for switching between a motor driving mode and a normal driving mode, wherein the motor driving mode performs motor driving using power from the motor with the engine stopped, and the normal driving mode performs normal driving using power from the engine and power from the motor as needed; as well as A control device creates a driving assistance plan and executes driving assistance control, wherein the driving assistance plan assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and the driving assistance control controls the engine and the motor to drive the vehicle based on the driving assistance plan. The hybrid vehicle is characterized in that: When the mode changeover switch is operated to switch to the normal driving mode, the control device maintains the normal driving mode until a predetermined time has elapsed even if a request to switch to the motor driving mode is generated based on the driving assistance plan.

2. A hybrid vehicle comprising: The engine is capable of outputting power for driving; The motor can output power for driving; a power storage device capable of exchanging electric power with the motor; a mode switching switch for switching between a motor driving mode and a normal driving mode, wherein the motor driving mode performs motor driving using power from the motor with the engine stopped, and the normal driving mode performs normal driving using power from the engine and power from the motor as needed; as well as A control device creates a driving assistance plan and executes driving assistance control, wherein the driving assistance plan assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and the driving assistance control controls the engine and the motor to drive the vehicle based on the driving assistance plan. The hybrid vehicle is characterized in that: When switching to the motor driving mode is rejected when the mode switching switch is operated, or when the motor driving mode is canceled during driving in the motor driving mode, the control device maintains the normal driving mode until a first prescribed time has passed, even if a request to switch to the motor driving mode is generated based on the driving assistance plan.

3. The hybrid vehicle according to claim 2, characterized in that: When the switch to the motor travel mode is rejected, the control device notifies that the switch to the motor travel mode is rejected within a second predetermined time that is shorter than the first predetermined time.

4. The hybrid vehicle according to claim 2, characterized in that: When the motor travel mode is canceled, the control device notifies that the motor travel mode has been canceled within a second predetermined time period that is shorter than the first predetermined time period.

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