Vehicle Information Processor

Abstract

Information processor (150) for use with a vehicle (100), wherein the vehicle (100) comprises an internal combustion engine (131) and a motor (142) which function as drive sources, and a storage battery (113) which functions as an energy source for the motor (142), wherein the information processor (150) comprises: a route reference unit configured to obtain a route from a route exit to a route destination, wherein the route includes a plurality of zones; a zone information reference unit configured to obtain zone information (125) used to calculate a trip load (Ln) from each of the zones included in the trip route; and a planning unit configured to calculate the travel load (Ln) of each of the zones included in the travel route using the zone information (125), wherein the planning unit is configured to set each zone to a first mode (171) or a second mode (172) based on the journey load (Ln), with priority given in the first mode (171) to a journey in which only the engine (142) is driven, and in the second mode (172) the vehicle (100) is driven by the internal combustion engine (131) and / or the motor (142) in order to maintain a stored amount of energy in the storage battery (113), if at least one of the zones (In) includes a section of unknown load (210) in which the travel load (Ln) cannot be calculated, the planning unit is configured to set the zone (In) with the section of unknown load (210) to the first mode (171), and wherein: the planning unit is configured to calculate a zone energy consumption quantity (En) for each zone based on the calculated driving load (Ln), where the zone energy consumption quantity (En) is an amount of energy consumed when the vehicle (100) is driving in the first mode (171); the planning unit is configured to draw a total amount of energy (Emax) that is permissible to be dispensed from the storage battery (113) before a lower limit of the stored energy quantity is reached; the planning unit is configured to allocate an amount of energy corresponding to the zone energy consumption amount (En) to one or more zones, in order of zones with smaller loads, whereby the amount of energy is taken from the total amount of energy consumed (Emax); the planning unit is configured to set the one or more zones to which an energy quantity withdrawn from the total energy quantity (Emax) is assigned to the first mode (171); and In addition to the one or more zones that are set by assigning the amount of energy taken from the total energy quantity (Emax) to the first mode (171), if a zone (In) with the section of unknown load (210) is set to the first mode (171), the planning unit is configured not to assign an amount of energy taken from the total energy quantity (Emax) to the zone (In) with the section of unknown load (210).

Description

BACKGROUND OF THE INVENTION

[0001] The present disclosure relates to a vehicle information processor that processes information related to the application of a plurality of vehicle driving modes.

[0002] A plug-in hybrid vehicle is known in the art as a vehicle that uses an internal combustion engine and a motor as power sources. The plug-in hybrid vehicle uses electrical energy transferred from an external power supply to charge a storage battery (accumulator), which acts as a power source for the motor.

[0003] A typical plug-in hybrid vehicle is driven according to a variety of power source control modes. Common examples of such modes include a charge depleting (CD) mode, which acts as a first mode, and a charge sustaining (CS) mode, which acts as a second mode.

[0004] CD mode prioritizes the consumption of energy stored in the battery over maintaining the energy stored in the battery. Therefore, CD mode prioritizes electric vehicle (EV) driving, in which only the motor is driven when the vehicle is moving. CS mode prioritizes battery energy conservation over battery energy consumption. Therefore, in CS mode, the engine and / or motor are driven to maintain the energy stored in the battery at a predetermined target value.

[0005] Studies have been conducted to divide a route from a route origin to a route destination into multiple zones and plan which mode to set for each zone. Regarding a plug-in hybrid vehicle, it is desirable to reduce the frequency with which the internal combustion engine is driven and extend the distance of the EV drive. Therefore, the mode is planned to reduce the frequency with which the internal combustion engine is driven.

[0006] Japanese Patent Publication JP 2009-12605 A describes an example of a vehicle controller for a vehicle with the functions described above. The controller stores the average speed of each zone, which is calculated from the vehicle's driving history. Additionally, when planning modes for a route, the controller sets a mode (HV mode) that prioritizes hybrid vehicle (HV) driving, in which both the engine and the motor are driven, for zones with a higher average speed.

[0007] In addition, the controller sets a mode (EV mode) that prioritizes EV driving for the remaining zones. In this case, the EV mode is set so that the stored energy level of the battery or accumulator is approximately at or above the lower limit at the route destination.

[0008] Furthermore, the document DE 10 2012 209 732 A1 discloses a method for controlling a drive train for a vehicle with electric motor and combustion engine drive devices. This method comprises determining the position of the vehicle relative to the EV priority zone, implementing an electric-only operating mode of the vehicle based on the position of the vehicle relative to an EV priority zone and a current operating mode of the vehicle, and implementing a charging operating mode of the vehicle based on the position of the vehicle relative to the EV priority zone and a current operating mode of the vehicle. Furthermore, DE 10 2010 039 653 A1 discloses a method for operating a range extender in an electric vehicle with an electric traction storage device. This method comprises estimating the expected energy required by the electric vehicle over upcoming route sections up to a point on a determined route, and

[0009] Determining when or where the range extender is activated, depending on the expected energy required and taking into account the expected power or energy of the range extender on upcoming sections of the route. Furthermore, DE 10 2008 047 923 A1 relates to a method for optimizing the operation of a vehicle, wherein operation is optimized such that, taking into account the boundary conditions specified by a target electric range and a distance to the next charge, the battery's state of charge is essentially at a minimum value when the vehicle has covered the distance. Further prior art is known from DE 10 2013 215 012 A1 and US 2005 / 0 228 553 A1. SUMMARY

[0010] It is an object of the present disclosure to provide an information processor used for a vehicle and capable of forming a plan to increase consumption of the stored energy even when the travel load of a zone cannot be calculated.

[0011] The object is achieved by an information processor for use with a vehicle according to claim 1 and by a control method of a vehicle according to claim 4. Further features and advantageous developments are shown in the subclaims.

[0012] One aspect of the present disclosure provides an information processor for use with a vehicle including an internal combustion engine and a motor acting as drive sources, and a storage battery acting as a power source of the motor. The information processor includes a travel route acquisition unit, a zone information acquisition unit, and a planning unit. The travel route acquisition unit is configured to acquire a travel route comprising a plurality of zones from a route origin to a route destination. The zone information acquisition unit is configured to acquire zone information used to calculate a travel load of each of the zones included in the travel route. The planning unit is configured to calculate the travel load of each of the zones included in the travel route using the zone information.The planning unit is configured to set each zone to a first mode or a second mode based on the trip load. In the first mode, priority is given to a trip where only the engine is powered. In the second mode, the vehicle is powered by the internal combustion engine and / or the motor to maintain a stored amount of energy in the storage battery. If at least one of the zones includes a section of unknown load where the trip load cannot be calculated, the planning unit is configured to set the zone with the section of unknown load to the first mode.

[0013] According to the above configuration, a zone with the unknown load section is set to the first mode, where the energy consumption amount is larger than when traveling in the second mode. Therefore, for example, when the actual travel load of the zone with the unknown load section is small, the zone is not set to the second mode, where the energy consumption amount is relatively small. Therefore, when the vehicle is traveling along the travel route and the mode is selected as planned, the consumption of the stored energy amount is increased. This limits the occurrence of a situation where the currently stored energy amount is excessive with respect to the planned stored energy amount when the vehicle reaches the route destination. Therefore, even if the unknown load section exists, a plan is formed to increase the consumption of the stored energy.

[0014] When planning one of the modes for each zone, the zones may include a zone for which no information, such as average speed, is provided. For example, when planning the modes for a driving route, the vehicle's driving load for each zone can be calculated using the zone's elevation, and the driving load can be used to plan one of the modes for the zone. Here, elevation essentially concerns geographical information. Therefore, it is difficult to obtain the elevation if, for example, a route extends through structures such as a bridge or tunnel.

[0015] In this regard, if it is difficult to obtain the altitude of a location, the altitude of a nearby location can be used to calculate a temporary travel load and plan the mode based on the travel load. However, if the travel load is calculated in this way, the difference between the temporary travel load and the actual travel load may result in an excess of the battery's stored energy when the vehicle reaches the route destination. Therefore, the battery's stored energy would differ from the planned energy at the route destination. The excess of the battery's stored energy from the planned amount for the route destination indicates that the internal combustion engine was driven more often than expected. This is not preferable in terms of extending the EV travel distance and reducing fuel consumption and emissions.

[0016] The above problem is not limited to a process for scheduling one of the modes using altitude, and essentially occurs in any technology that schedules one of the modes based on the driving load. The above-mentioned information processor solves this problem.

[0017] According to one mode of the information processor, the scheduling unit is configured to calculate a zone energy consumption amount for each zone based on the calculated travel load. The zone energy consumption amount is an amount of energy consumed when the vehicle is traveling in the first mode. The scheduling unit is configured to acquire a total amount of energy that is allowed to be output from the storage battery before a lower limit of the stored energy amount is reached. The scheduling unit is configured to assign to one or more zones, in order starting from zones with smaller loads, an amount of energy of the corresponding zone energy consumption size taken out from the total amount of energy taken out. The scheduling unit is configured to set or adjust the one or more zones to which an amount of energy taken out from the total amount of energy is assigned to the first mode.In addition to the one or more zones being set to the first mode by allocating the amount of energy drawn from the total amount of energy, when a zone with the portion of unknown load is set to the first mode, the scheduling unit is configured not to allocate an amount of energy drawn from the total amount of energy to the zone with the portion of unknown load.

[0018] According to the above configuration, the total energy amount is allocated to only one zone, where the zone energy consumption amount can be calculated based on the travel load. Therefore, if a zone with an unknown load section is set to the first mode, the total energy amount is not allocated to the zone with an unknown load section. Therefore, when the vehicle is traveling, the stored energy amount may be insufficient compared to the planned stored energy amount. However, the excess battery energy stored will be limited when the vehicle reaches the route destination.

[0019] According to a mode of the information processor, when a ratio of a length of the unknown load section with respect to a total length of the zone with the unknown load section is greater than or equal to a predetermined ratio, the scheduling unit is configured to completely set the zone with the unknown load section to the first mode.

[0020] It is assumed that the unknown load section of a zone may be short with respect to the total length of the zone depending on how the zone is divided. According to the above configuration, the first mode is set only in a zone where the ratio of the unknown load section is greater than or equal to the predetermined ratio. This prevents a situation where the first mode is set in a zone where the travel load of the unknown load section subtly affects the average travel load of the entire zone. Therefore, the excessive amount of stored energy is limited when the vehicle reaches the route destination. Likewise, when the vehicle is traveling, occurrences where the amount of stored energy is insufficient with respect to the planned amount of stored energy are limited.

[0021] According to the above information processor, preferably, the planning unit is configured to set the unknown load section to the first mode, and in the zone including the unknown load section, the planning unit is configured to set a section different from the unknown load section to the first mode or the second mode based on the travel load of the section different from the unknown load section.

[0022] According to the above configuration, the unknown load section and a section different from the unknown load section are treated as separate zones. Therefore, if a zone includes the unknown load section, the mode in the section different from the unknown load section is planned according to the travel plan. This limits the excess stored energy amount when the vehicle reaches the route destination and the shortage of stored energy amount relative to the planned stored energy amount when the vehicle is traveling.

[0023] Further aspects and advantages of the disclosure will become apparent from the following description when considered in conjunction with the accompanying drawings, which illustrate by way of example the principles of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The disclosure, together with objects and advantages thereof, will best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings, in which: Fig. 1 is a schematic block diagram showing the structure of a vehicle in which a first embodiment of a vehicle information processor is installed; Fig. 2 is a graph showing control modes of the vehicle according to the first embodiment; Fig. 3 is a schematic block diagram showing the configuration of the first embodiment of the vehicle information processor; Fig. 4 is a conceptual diagram showing an example of the configuration of connection information; Fig. 5 is a schematic diagram showing an example of scheduling a CD mode and a CS mode in the first embodiment; Fig. 6 is a schematic diagram showing an example of a zone with a section of unknown load in which a travel load cannot be calculated; Fig. 7 is a diagram showing an example of display content for informing scheduling of the CD mode and the CS mode in the first embodiment; Fig. 8 is a flowchart showing the procedures of a driving assistance process in the first embodiment; Fig. 9 is a flowchart showing the procedures of a CD / CS mode planning process, which is a portion of the driving assistance process in the first embodiment; Fig. 10 is a conceptual diagram showing a ratio of an unknown load portion of a zone in a second embodiment; Fig. 11 is a flowchart showing the procedures of a driving assistance process in the second embodiment; Fig. 12 is a conceptual diagram showing a zone with an unknown load portion in a third embodiment; and Fig. 13 is a flowchart showing the procedures of a driving assistance process in the third embodiment. DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment

[0025] Now, a first embodiment of an information processor for a vehicle will be described with reference to Fig. 1 to 9 described.

[0026] The schematic structure of a vehicle to which an information processor for a vehicle is applied will now be described with reference to Fig. 1. A vehicle 100 is a plug-in hybrid automobile that uses an internal combustion engine 131 and a second motor generator 142 (second MG), which is a motor, as power sources.

[0027] The internal combustion engine 131 is mechanically coupled to drive wheels 148 via a power distribution mechanism 145 and a reduction mechanism 146. The internal combustion engine 131 is controlled by an engine controller 130.

[0028] The power distribution mechanism 145 includes a planetary gear train with a ring gear, a planetary gear, a sun gear, and a planetary carrier. The power distribution mechanism 145 distributes drive power generated by the internal combustion engine 131 to an output shaft 147 and a first motor generator 141 (first MG).

[0029] The first motor generator 141 generates power from the driving force generated by the internal combustion engine 131 and distributed by the power distribution mechanism 145. The power generated by the first motor generator 141 is transferred to a battery or storage battery 113 via a power control unit (PCU) 149. The power transferred by the first motor generator 141 charges the battery or storage battery 113.

[0030] Alternatively, the power generated by the first motor generator 141 is used to drive the second motor generator 142. The first motor generator 141 also serves as a motor. The first motor generator 141 activates the internal combustion engine 131 using power supplied from the battery 113 via the PCU 149.

[0031] The battery 113 is a rechargeable secondary battery. The battery 113 is connected to a monitoring unit 112. The monitoring unit 112 calculates the state of charge (SOC), which is the ratio of the amount of stored energy to the amount of fully charged energy, based on the voltage of the battery 113, the amount of current flowing through the battery 113, or the like.

[0032] The PCU 149 includes an inverter, a boost converter, and the like. The inverter converts energy from the battery 113 into an alternating current when it is supplied to the second motor generator 142, and also converts energy from the first motor generator 141 into a direct current when it is transferred to the battery 113. The boost converter converts the voltage between the battery 113 and the inverter.

[0033] The second motor generator 142 is mechanically coupled to the drive wheels 148 via the reduction mechanism 146. The second motor generator 142 is driven by power supplied from the battery 113 via the PCU 149 and power supplied from the first motor generator 141 to rotate the drive wheels 148. Therefore, the second motor generator 142 assists the internal combustion engine 131. Likewise, the second motor generator 142 drives the vehicle 100 using only its own driving force. The power distribution of the first motor generator 141, the second motor generator 142, and the internal combustion engine 131 is adjusted by a hybrid controller 110.

[0034] Additionally, when a brake is applied to the vehicle 100, the second motor generator 142 performs regenerative braking to generate energy using the driving force transmitted from the drive wheels 148. The energy generated by the second motor generator 142 is supplied to the battery 113 via the PCU 149.

[0035] The battery 113 can also be charged by power supplied from an external power supply. The battery 113 is connected to a charging lead 161 via a charging unit 160. The charging lead 161 is connected to a connector of a charging cable connected to the external power supply (not shown). The charging unit 160 converts the power supplied from the external power supply through the charging lead 161 to the voltage level of the battery 113 and supplies the voltage to the battery 113.

[0036] As in Fig. As shown in Figure 2, the vehicle 100 travels in two modes to control the power sources. A first mode is a CD mode in which priority is given to consuming energy stored in the battery 113 over maintaining the amount of stored energy. The CD mode prioritizes EV travel, which uses only the second motor generator 142 to propel the vehicle, and limits travel in which the engine 131 is driven. Limiting the operation of the engine 131 includes cylinder deactivation, in which combustion is deactivated in some or all of the cylinders of the engine 131. Here, also during the CD mode, HV travel is performed when, for example, the accelerator pedal is strongly depressed by the driver to increase a load or the engine 131 is warmed up.

[0037] A second mode is a CS mode in which priority is given to maintaining the SOC of the battery 113 over consumption. In the CS mode, at least one of the engine 131 and the second motor generator 142 is driven to maintain the SOC of the battery 113 within a predetermined range S1 in which a target value Sth is the middle value. Specifically, in the CS mode, in addition to when the load is high or when the engine is warming up, HV travel is performed to maintain the SOC of the battery 113 within the predetermined range S1. Specifically, when the SOC of the battery 113 exceeds the target value Sth, priority is given to EV travel, in which the second motor generator 142 is driven to consume energy of the battery 113.In addition, when the SOC of the battery 113 is below the target value Sth, the internal combustion engine 131 is driven to generate power with the first motor generator 141 and charge the battery 113. Therefore, in the CD mode, in which priority is given to EV travel, the amount of energy consumed by the battery 113 per unit time or unit distance tends to be larger than that of the CS mode.

[0038] The electrical configuration of the vehicle 100 including the information processor for a vehicle will now be described with reference to Fig. 3 described.

[0039] The hybrid controller 110 is connected to an in-vehicle network NW, such as a control unit network (CAN), and transmits an instruction to the engine controller 130 via the in-vehicle network NW. In addition, the hybrid controller 110 controls the drive of the first motor generator 141 and the second motor generator 142 via the PCU 149, which Fig. 1 is shown.

[0040] The hybrid controller 110 and the engine controller 130 each include a computer with an arithmetic unit and a memory. The arithmetic unit arithmetically processes programs and parameters stored in the memory to perform various types of controls.

[0041] The vehicle 100 also includes a position detection unit 101 that detects the position of the vehicle 100. The position detection unit 101 includes, for example, a satellite navigation antenna, such as a global positioning system (GPS) antenna, and calculates the longitude and latitude of the current position or the like. The position detection unit 101 is connected to the in-vehicle network NW and outputs information indicating the current position. In addition to or instead of a GPS satellite signal, the position detection unit 101 may be configured to detect the current position of the vehicle 100 using a satellite signal other than a GPS signal or a signal obtained through road-to-vehicle communication.

[0042] The vehicle 100 also includes a navigation system 120 that provides guidance regarding a travel route of the vehicle 100. The navigation system 120 is connected to the in-vehicle network NW. The navigation system 120 includes a map information database 122 that stores map information 125, and a navigation controller 121. The navigation controller 121 includes a computer with an arithmetic unit and a memory. The arithmetic unit arithmetically processes programs and parameters stored in the memory to perform various types of controls.

[0043] The map information 125 includes node information relating to nodes indicating positions on roads, link information relating to links connecting two adjacent nodes, and elevation information used to calculate the travel load of the vehicle 100. The elevation information corresponds to zone information. The navigation controller 121 uses the map information 125 to perform a guidance process regarding a travel route of the vehicle 100.

[0044] The navigation controller 121 obtains information indicating the current position of the vehicle 100 from the position detection unit 101 to specify the current position. In addition, when a route destination is set, for example, by the driver, the navigation controller 121 searches a travel route from the route exit of the vehicle 100 to the route destination using the Dijkstra algorithm or the like with reference to the map information database 122. Although the route exit of the vehicle 100 generally corresponds to the current position of the vehicle 100, the route exit may be set separately from the current position. For example, when the vehicle 100 is inside a building, the entrance of the building may be set as the route exit.In addition, the navigation controller 121 transmits all the connection information contained in the searched route as well as the altitude information corresponding to the route to the hybrid controller 110 via the in-vehicle network NW.

[0045] The vehicle 100 also includes a human-machine interface (HMI) 123. The HMI 123 is a device that communicates various types of information to the person in the vehicle 100 and includes, for example, a display that displays an image or a speaker that outputs sound. The HMI 123 is connected to the in-vehicle network NW and outputs information obtained from the hybrid controller 110 and the navigation system 120. In addition, the HMI 123 transmits a signal to the hybrid controller 110 and the navigation system 120 in response to an input operation of the driver in the vehicle 100.

[0046] The connection information 126 used to calculate the travel load will now be described with reference to Fig. 4. The link information 126 includes a link identifier 126a of each link, which identifies the link, and a link node 126b of each link, which indicates the identifier of a node connected to the link. The link information 126 also includes a link length 126c and a link cost 126d of each link. Each link length 126c indicates the length of the link. Each link cost 126d includes an average travel time, an average travel speed, and the like.

[0047] The connection information 126 also includes an attribute flag 126e of each link. Each attribute flag 126e indicates whether or not a specific structure, such as a bridge or a tunnel, is located on the road corresponding to the link. Each attribute flag 126e includes one or more flags. The flag may be provided for each type of structure, for example, one flag indicating whether or not a bridge exists, and another flag indicating whether or not a tunnel exists. Alternatively, a flag may only indicate whether or not a structure exists. If the specific structure exists, the attribute flag 126e is set to, for example, "1." If the specific structure does not exist, the attribute flag 126e is set to, for example, "0."

[0048] The link information 126 further includes attribute information 126f for each link. The attribute information 126f includes a travel direction of a road. Additionally, if a specific structure, such as a bridge or tunnel, is located on the corresponding link, the attribute information 126f includes the position of the structure within the link and the length of the structure.

[0049] The function of the hybrid controller 110 will now be described in detail. The hybrid controller 110 determines a driver-requested output based on detection results or the like from an acceleration sensor, a vehicle speed sensor, and an accelerometer sensor (not shown), and adjusts the drive force distribution with respect to the internal combustion engine 131 and the second motor generator 142 according to the requested output. In addition, the hybrid controller 110 controls the second motor generator 142 via the PCU 149 and transmits information regarding a control amount of the internal combustion engine 131 to the engine controller 130 based on the drive force distribution.

[0050] In addition, the hybrid controller 110 determines a driver-requested braking force based on detection results from the acceleration sensor, the vehicle speed sensor, and a brake sensor (not shown), and adjusts the braking force distribution between a braking system that generates braking force using hydraulic pressure or the like and the second motor generator 142 based on the requested braking force. In addition, the hybrid controller 110 controls the second motor generator 142 and transmits information regarding a braking system control amount to the braking system based on the braking force distribution.

[0051] As in Fig. As shown in Figure 3, the hybrid controller 110 also includes a driving assistance unit 150 that outputs driving assistance information of the driving route. The driving assistance unit 150 includes an information processor for a vehicle.

[0052] The driving assistance unit 150 includes a mode planning unit 151 and a mode display unit 153. The mode planning unit 151 corresponds to a travel route acquisition unit, a zone information acquisition unit, and a planning unit. The mode planning unit 151 acquires a travel route divided into zones from the navigation controller 121 and sets each zone to the CD mode or the CS mode. Here, the links serve as the zones that are a subject of mode setting. However, the zones may be acquired by dividing the road into equal intervals or at change points of a longitudinal gradient or a radius of a curve. Furthermore, other zones may be used as long as the travel load can be calculated.

[0053] When the CD mode or CS mode is set, the mode planning unit 151 calculates the travel load corresponding to each zone using the connection information and altitude information included in the map information 125. The travel load indicates the average load applied to the power sources per unit distance. For example, the travel load is an estimated average of the amount of energy consumed per unit distance during EV travel, or an estimated average of the amount of fuel consumed per unit distance when only the internal combustion engine 131 powers the vehicle. The travel load may be an estimated value of the maximum value or the minimum value of such variables.

[0054] Alternatively, the travel load is calculated from the travel speed of each zone and the output torque of the second motor generator 142 during EV travel, or the output torque of the internal combustion engine 131 when only the internal combustion engine 131 is driving the vehicle. For example, if a zone includes an uphill slope, the calculated travel load of the zone is large. If a zone includes a downhill slope, the calculated travel load of the zone is small.

[0055] Now, a mode planning function of the mode planning unit 151 will be described in detail with reference to Fig. 5. The mode planning unit 151 determines a change in a longitudinal gradient of the road from the elevation information. The elevation information indicates contour lines of an area within the recorded range of the map information 125. Here, the elevation information essentially needs to indicate the geographical elevation and may also indicate information other than the contour lines, such as information associating the elevation obtained from the contour line with the absolute position, such as longitude and latitude, or information associating the elevation obtained from the contour line with the link and the node.

[0056] The mode planning unit 151 determines an uphill slope when the elevation in the traveling direction increases, and a downhill slope when the elevation in the traveling direction decreases. In addition, the traveling assistance unit 150 calculates a traveling load Ln per unit distance through a predetermined calculation process using the longitudinal gradient of the link and the link cost 126d. Specifically, when the link includes an uphill slope, the calculated traveling load Ln is large. When the link includes a downhill slope, the calculated traveling load Ln is small. In addition to the longitudinal gradient, the average traveling speed included in the link cost 126d can be used to calculate the traveling load Ln. In this case, when a zone has a relatively high average traveling speed, such as a highway, the calculated traveling load Ln of the zone is large.If a zone has a relatively low average movement speed, such as a city center, the calculated travel load Ln of the zone is small.

[0057] Furthermore, the mode planning unit 151 uses the travel load Ln and the link length 126c to estimate an amount of energy consumed when traveling from the starting point to the end point of the link, and sets the estimated amount of energy as a zone energy consumption amount En. For example, the zone energy consumption amount En is obtained by multiplying the travel load Ln by the link length.

[0058] Fig. 5 shows an example of a plan in which a travel route is divided into N number of links, and the mode planning unit 151 calculates the travel load Ln of each link (L1, L2, ..., LN). In addition, the mode planning unit 151 uses the calculated travel load Ln to calculate the zone energy consumption amount En of each link (E1, E1, ..., EN).

[0059] Furthermore, the mode planning unit 151 obtains the SOC of the battery 113 from the monitoring unit 112. A total energy amount Emax, which is the maximum amount of energy that can be output from the battery 113, is calculated based on the SOC. Here, the total energy amount Emax is the amount of energy that can be used before the lower limit of the battery 113 is reached. The lower limit is generally set to be greater than the amount of stored energy when the charge rate is 0%.

[0060] The mode planning unit 151 compares the total energy amount Emax with the sum of the total zone energy consumption amount En to determine whether or not EV travel can be performed over the entire travel route. If it is determined that EV travel can be performed over the entire travel route, the entire zones are set to a CD mode planning zone in which the CD mode is scheduled. When the entire zones are set to the CD mode planning zone, the engine 131 is driven when the engine is warmed up or the load is high, such as when the accelerator pedal is strongly depressed. However, the engine 131 is not driven to maintain the SOC of the battery 113 within the predetermined range S1. This reduces the frequency at which the engine 131 is driven compared to when the CS mode is set.Therefore, the excess stored energy amount of the battery 113 is reduced when the vehicle 100 reaches the route destination.

[0061] If the total energy amount Emax is lower than the sum of the total zone energy consumption amount En, the mode planning unit 151 sets a portion of the total zones to the CD mode planning zone and the remaining zones to a CS mode planning zone in which the CS mode is scheduled. In this case, the mode planning unit 151 uses the travel load Ln to calculate the zone energy consumption amount En. The mode planning unit 151 sequentially assigns the total energy amount Emax to the links with smaller travel loads Ln. In this case, each zone is assigned an energy amount corresponding to the zone energy consumption amount En of the zone. The mode planning unit 151 sets the zone to which the total energy amount Emax is assigned to the CD mode planning zone.Here, if the CS mode is scheduled in a zone with a small travel load Ln, even though EV travel can be sufficiently performed in the zone, the engine 131 would be driven to maintain the SOC of the battery 113 within the predetermined range S1. Such a schedule increases the frequency with which the engine 131 is driven. If the CD mode is scheduled in the zone with the small travel load Ln, the engine 131 is not driven to maintain the SOC of the battery 113 within the predetermined range S1. This reduces the frequency with which the engine 131 is driven. Therefore, the total energy amount Emax is sequentially allocated to the zones with lower travel loads Ln.

[0062] The allocation of the total energy amount Emax is terminated when the total energy amount Emax becomes less than the lower limit. As described above, if the total energy amount Emax is allocated to as many connections as possible, the stored energy amount of the battery 113 can be close to and above the lower limit at the route destination. This limits the excess stored energy amount and maximizes the EV travel distance.

[0063] The mode scheduling unit 151 sets the zone from where the allocation of the total energy amount Emax is initiated to the zone where the allocation of the total energy amount Emax is terminated to the CD mode scheduling mode.

[0064] Route zones where the CD mode planning zone is not set are set to the CS mode planning zone. When the zone switches from the CD mode planning zone to the CS mode planning zone, the SOC at the end point of the CD mode planning zone becomes the target SOC.

[0065] If the specific structure, such as a bridge or tunnel, is located on the route, the elevation of the vehicle in the structure cannot be obtained from the elevation information.

[0066] For example, as in Fig. 6, the elevation information includes information from level lines 205 indicating the elevation of surfaces of the terrain 201, 202. Therefore, the elevation of the road located on the terrain 201, 202 can be obtained, for example, from intersections P of the level lines 205 and a link 206 or the like. However, when a bridge 204 extends over a sea 203 from the terrain 201 to the terrain 202, the elevation information does not include the elevation of the bridge 204, but indicates that the elevation of the bridge 204 is "0 meters above sea level." In addition, when a road extends through an undersea tunnel, the elevation information does not include the elevation of the tunnel, but indicates that the elevation of the road in the tunnel is "0 meters above sea level."Furthermore, if a tunnel extends through a mountain, the elevation information may not include the elevation of the tunnel, or indicate that the elevation of the road in the tunnel is the elevation of the mountain surface.

[0067] Therefore, the travel load Ln of a zone including a specific structure, such as a bridge or tunnel, cannot be calculated by the process used to calculate that of a zone where the elevation can be obtained from the elevation information. Hereinafter, a section where the elevation is unknown and the travel load cannot be calculated from the elevation information is referred to as the "unknown load section."

[0068] It could be proposed that a data collection vehicle equipped with an altimeter travel through the section of unknown load included in the map information 125 to collect elevation information. However, it is not easy to collect data from the entire area where elevation is unknown beforehand.

[0069] In this regard, when the entire travel route cannot be set to the CD mode planning zone, the mode planning unit 151 determines the presence of a link with an unknown load section, such as a bridge or a tunnel, from the attribute flag 126e of the link information 126. In addition, when a link includes the unknown load section, the mode planning unit 151 plans the CD mode in the link regardless of the travel load Ln. Furthermore, specifically, the CD mode is planned independently of the CD mode planning zone, which is planned by sequentially allocating the total energy amount Emax to the zones with smaller travel loads Ln.

[0070] When the CS mode is scheduled in a link with an unknown load section, the engine 131 may be driven in the link to maintain the SOC of the battery 13 within the predetermined range S1, given that the actual driving load of the link is small. Driving through a zone with a small driving load in the CS mode increases the frequency with which the engine 131 is driven.

[0071] However, as described above, when the CD mode is scheduled in a link with the unknown load section, priority is given to EV travel. This increases the consumption of an amount of energy of the link compared to when the CS mode is scheduled. Consequently, the excess stored energy amount of the battery 113 at the route destination is limited compared to when the CS mode is scheduled in conjunction with the unknown load section. In addition, even if the actual travel load of the link is large, the link is set to the CD mode, the internal combustion engine 131 is driven according to an output requested by the driver. Therefore, it is preferable that the CD mode be scheduled in a link with the unknown load section.

[0072] The travel load Ln of a link with the unknown load section is unknown. Therefore, even if the zone energy consumption amount En is calculated based on the travel load excluding the unknown load section or the average travel load of the CD mode planning zone, the calculated zone energy consumption amount En may deviate greatly from the actual consumption energy amount. If the calculated zone energy consumption amount En is much larger than the actual energy consumption amount, the excess energy will increase when the vehicle 100 reaches the route destination. Therefore, when the CD mode is scheduled in a link with the unknown load section, the hybrid controller 110 does not allocate the total energy amount Emax to the link. As described above, although the CD mode is scheduled in a link with the unknown load section, the procedures are different from those for scheduling the CD mode planning zone.Such a connection is called the forced CD mode zone and will now be described.

[0073] In addition, as in Fig. As shown in Figure 7, when information regarding a travel plan is acquired from the mode planning unit 151, the mode display unit 153 forms information indicating the contents of the travel plan and transmits the information to the HMI 123. The HMI 123 displays a meter image 170 on the display or the like based on the information acquired from the mode display unit 153.

[0074] In the meter image 170, each CD mode planning zone is indicated as an EV zone 171, and each CS mode planning zone is indicated as an HV zone 172. In the present embodiment, the forced CD mode zone is indicated as the EV zone 171. However, only the CD mode planning zone may be indicated as the EV zone 171 without indicating the forced CD mode zone as the EV zone 171. In this case, the forced CD mode zone is indicated, for example, as the same zone as the preceding or subsequent zone.

[0075] The procedures of a driving assistance process performed by the driving assistance unit 150 will now be described in detail with reference to the Fig. 8 and Fig. 9. Here, the driving assistance process is started when a driving route is set from the route origin to the route destination, which is set by a person in the vehicle.

[0076] As in Fig. As shown in Figure 8, when the travel assistance process is started, the mode planning unit 151 acquires the altitude information included in the travel route (step S1). Likewise, the mode planning unit 151 initializes a count value n to 1 to increment the zone of the travel route (step S2).

[0077] In addition, the mode planning unit 151 determines whether or not the unknown load section is located in the zone where the count value n is 1 when sorting the links included in the travel zone from the route exit (step S3). In this case, the mode planning unit 151 determines whether or not the attribute flag 126e is "1." As described above, if the attribute flag 126e is "1," the specific structure, such as a bridge or tunnel, is located in the corresponding zone.

[0078] When it is determined that the attribute flag 126e is “1” and that the unknown load section is located in the zone (step S3: YES), the mode scheduling unit 151 sets the zones to the forced CD mode zone (step S4).

[0079] Subsequently, the mode planning unit 151 increments the count value n (step S5) and determines whether the count value n is greater than a total zone count value N corresponding to the total number of zones included in the travel route (step S6). If the count value n is less than or equal to the total zone count value N (step S6: NO), the process returns to step S3.

[0080] If the mode planning unit 151 determines that the attribute flag 126e is "0" and that the zone does not include the unknown load section (step S3: NO), the zone energy consumption amount En is calculated using the altitude information and the link information 126 associated with the travel route. At this time, the travel assistance unit 150 calculates the travel load Ln based on the altitude information and the link information 126. In addition, the travel assistance unit 150 calculates the zone energy consumption amount En using the travel load Ln and the link length.

[0081] When calculating the zone energy consumption amount En, the mode planning unit 151 adds the zone energy consumption amount En to an accumulated consumption energy amount ΣEn (step S9). Here, the accumulated consumption energy amount ΣEn is initialized to "0" before starting the driving assistance process.

[0082] The mode planning unit 151 increments the count value n (step S5) and determines whether the count value n is greater than the total zone count value N (step S6). In this way, until the last zone in the travel route sequence is reached, the forced CD mode zone is planned, or the zone energy consumption amount En is added to the accumulated consumption energy amount ΣEn.

[0083] Subsequently, the mode planning unit 151 obtains the SOC of the battery 113 from the monitoring unit 112. The mode planning unit 151 determines whether or not the accumulated consumption energy amount ΣEn is greater than the total energy amount Emax obtained by multiplying the fully charged energy amount of the battery 113 and the SOC (step S7).

[0084] If it is determined that the accumulated consumption energy amount ΣEn is less than or equal to the total energy amount Emax based on the stored energy amount (step S7: NO), the mode planning unit 151 sets all zones except the forced CD mode zone to the CD mode planning zone (step S8). Therefore, the CD mode is planned over the entire travel route.

[0085] When it is determined that the accumulated consumption energy amount ΣEn is greater than the total energy amount Emax based on the stored energy amount (step S7: YES), the CD / CS mode scheduling process is performed to set each of the entire zones except the forced CD mode zone to the CD mode or the CS mode (step S20). CD / CS mode planning process

[0086] Now the CD / CS mode planning process is described with reference to Fig. 9. The mode planning unit 151 initializes an accumulated consumption energy amount ΣEm, which is used when allocating the total energy amount Emax to the zones (step S201). Likewise, the mode planning unit 151 sorts the zones in which the zone energy consumption amount En is calculated in step S9 in order from or starting with zones with smaller travel loads Ln (step S202). In addition, the mode planning unit 151 sequentially applies ranks starting from the "1st rank" to smaller travel loads Ln. Further, the mode planning unit 151 sets "1" in a rank m, which is a count value for incrementing the rank (step S203).

[0087] The mode planning unit 151 adds the zone energy consumption amount Em of the rank "1" zone to the accumulated consumption energy amount ΣEm, and updates the accumulated consumption energy amount ΣEm (step S204). The driving assistance unit 150 determines whether the accumulated consumption energy amount ΣEm is greater than the total energy amount Emax or not based on the stored energy amount (step S205).

[0088] If the travel assistance unit 150 determines that the accumulated consumption energy amount ΣEm is less than or equal to the total energy amount Emax based on the stored energy amount (step S205: NO), the rank m is incremented (step S208), and the process returns to step S204. Subsequently, steps S204 and S205 are performed on the rank "2" zone. If the travel assistance unit 150 determines that the accumulated consumption energy amount Σm is greater than the total energy amount Emax based on the stored energy amount (step S205: YES), the rank "1" to "m" zones are set to the CD mode planning zone (step S206). In this way, if the rank "1" to "m" zones are set to the CD mode planning zone, the stored energy amount in the rank "m" zone is insufficient based on the plan. However, the amount of energy stored in the battery 113 at the route destination is not excessive.In addition, the driving assistance unit 150 sets the remaining zones to the CS mode planning zone (step S207) and ends the CD / CS mode planning process.

[0089] When the vehicle 100 starts traveling along the travel route, the hybrid controller 110 controls the internal combustion engine 131 and the second motor generator 142 according to the mode set in each zone.

[0090] Here, the total energy amount Emax is not allocated to the forced CD mode zone. Therefore, when the energy is consumed in the CD mode planning zone according to the plan, the energy may be insufficient relative to the plan, for example, in the CD mode planning zone in the latter half of the route. However, at least the excess stored energy amount of the battery 113 can be limited at the route destination. This reduces the frequency at which the internal combustion engine 131 is driven, reducing fuel consumption and emissions.

[0091] Accordingly, the present embodiment of an information processor for a vehicle has the advantages described below.

[0092] (1) A zone with the unknown load section is set to the CD mode, where the consumption amount of energy is larger than when traveling in the CS mode. Therefore, if, for example, the actual travel load of the zone with the unknown load section is small, the zone is not set to the CS mode, where the consumption amount of energy is relatively low. Therefore, when the vehicle 100 travels along the travel route and the mode is selected as planned, the consumption of the stored energy is increased. This limits the occurrence of a situation where the actual stored energy amount is excessive with respect to the planned stored energy amount when the vehicle 100 reaches the route destination. Therefore, even if the unknown load section exists, a plan is formed to increase the consumption of the stored energy.

[0093] (2) The total energy amount Emax is only allocated to a zone where the zone energy consumption amount can be calculated based on the travel plan. Therefore, if a zone with an unknown load section is set to CD mode, the total energy amount Emax is not allocated to the zone. Therefore, when the vehicle is traveling, the stored energy amount may be insufficient relative to the planned stored energy amount. However, the excess stored energy amount of the battery 113 is limited when the vehicle reaches the route destination.

[0094] (3) The information regarding each zone is the altitude information. The altitude information is essentially geographical information and therefore may not include the altitude of a road located inside a structure such as a bridge or a tunnel. When calculating the travel load using the altitude of the road, the travel assistance unit 150 sets the CD mode in the unknown load section where the altitude is unknown. This increases the consumption of the stored energy regardless of the environment of the traveling vehicle, such as a mountain or a city center, and limits the excessive amount of stored energy of the battery 113 at the route destination. Second embodiment

[0095] Now, a second embodiment of an information processor for a vehicle will be described with reference to the Fig. 10 and Fig. 11. Here, the description focuses on the differences from the first embodiment. The information processor of the current embodiment has essentially the same configuration as that of the first embodiment. The overlapping features will not be described.

[0096] The present embodiment, like the first embodiment, sets a zone with the unknown load portion where the travel load cannot be calculated to the CD mode. However, the present embodiment differs from the first embodiment in that the zone with the unknown load portion is set to the CD mode when the ratio of the unknown load portion is greater than or equal to a threshold value.

[0097] As in Fig. As shown in Figure 10, when a zone In includes a section of unknown load 210, such as a bridge or a tunnel, the mode planning unit 151 subtracts the length β of the section of unknown load 210 from the total length α of the zone In to calculate the ratio β / α. The length β of the section of unknown load 210 is included in the attribute information 126f of the link information 126 or the like.

[0098] If the ratio β / α is greater than or equal to a threshold γ, the driving assistance unit 150 sets the zone In to the forced CD mode zone. For example, the threshold γ is set to 0.5 or higher, indicating half of the zone.

[0099] Furthermore, the calculated travel route of the zone is the average travel route of the entire zone. Therefore, if the ratio β / α is less than the threshold γ and the unknown load section occupies a small ratio, the load of the unknown load section has little influence on the travel load of the entire zone. Therefore, if the ratio β / α of the unknown load section is less than the threshold γ, the travel load is calculated from the elevation of the zone free of the unknown load section. If the ratio β / α of the unknown load section is greater than or equal to the threshold γ, the zone is set to the forced CD mode zone.

[0100] The procedures of the driving assistance process performed by the driving assistance unit 150 will now be described in detail with reference to Fig. 11. In the travel assistance process of the present embodiment, the procedures for planning a zone free from the unknown load section are the same as those of the first embodiment.

[0101] In step S3, when it is determined that the attribute flag 126e is "1" and an unknown load section is located in the zone (step S3: YES), the mode planning unit 151 obtains the length β of the unknown load section and the length α of the zone (step S30).

[0102] The mode planning unit 151 calculates the ratio β / α of the length β of the unknown load section to the length α of the zone and determines whether or not the ratio β / α is greater than or equal to the threshold value γ (step S31).

[0103] If it is determined that the ratio β / α is greater than or equal to the threshold γ (step S31: YES), the mode planning unit 151 sets the zone to the forced CD mode zone (step S4).

[0104] If it is determined that the ratio β / α is smaller than the threshold γ (step S31: NO), the mode planning unit 151 calculates a zone energy consumption amount En' without using the travel load of the unknown load section. In this case, the travel assist unit 150 calculates the travel load based on the altitude or the like of the zone free from the unknown load section. When calculating the zone energy consumption amount En', the travel assist unit 150 adds the zone energy consumption amount En' to the accumulated consumption energy amount ΣEn and updates the accumulated consumption energy amount ΣEn (step S32).

[0105] Accordingly, the present embodiment of an information processor for a vehicle has the advantage described below in addition to the advantages (1) to (3).

[0106] (4) It is assumed that the unknown load section of a zone may be short with respect to the total length of the zone depending on how the zone is divided. The travel assistance unit 150 sets the CD mode only in a zone where the ratio β / α of the unknown load section is greater than or equal to the threshold γ, which is a predetermined ratio. This prevents a situation where the CD mode is forcibly set in a zone where the travel load of the unknown load section subtly affects the average travel load of the entire zone. Therefore, the excessive amount of stored energy is limited when the vehicle reaches the route destination. Likewise, when the vehicle is traveling, the occurrence of situations where the amount of stored energy is insufficient with respect to the planned amount of stored energy is limited. Third embodiment

[0107] Now, a third embodiment of an information processor for a vehicle will be described with reference to Fig. 12 and Fig. 13. Here, the description focuses on the differences from the first embodiment. The information processor of the current embodiment has essentially the same configuration as that of the first embodiment. The overlapping features will not be described.

[0108] The present embodiment, like the first embodiment, sets a zone with the unknown load section, where the travel load cannot be calculated, to the CD mode. However, the present embodiment differs from the first embodiment in that a zone with the unknown load section is divided into the unknown load section and a section different from the unknown load section. The unknown load section is set to the forced CD mode zone. In the section different from the unknown load section, the travel load is calculated and the mode is set.

[0109] As in Fig. 12, when a zone In includes the unknown load section 210 such as a bridge or a tunnel, the mode planning unit 151 divides the zone In into a small zone In2 which is the unknown load section 210 and small zones In1, In3 which are free from the unknown load section 210. Fig. 12 illustrates an example in which the small zone In2, or the section of unknown load 210, is located between the small zones In1, In3. However, a small zone free of the section of unknown load 210 can only be located in front of or behind the small zone In2, or the section of unknown load 210.

[0110] The mode planning unit 151 plans the forced CD mode zone in the small zone In2 or the unknown load section 210. The travel assistance unit 150 obtains the altitudes of the small zones In1, In3 that are free from the unknown load section 210 from the altitude information and calculates the travel load of each of the small zones In1, In3. Either the CD mode or the CS mode is planned according to each calculated travel load.

[0111] The procedures of the driving assistance process performed by the driving assistance unit 150 will now be described in detail with reference to Fig. 13. In the travel assistance process of the present embodiment, the procedures for planning a zone free from the unknown load section are the same as those of the first embodiment.

[0112] In step S3, if it is determined that the attribute flag 126e is "1" and that an unknown load section is located in the zone (step S3: YES), the mode planning unit 151 divides the zone into small zones (step S40). The small zones are divided into a small zone of the unknown load section and one or more small zones free of the unknown load section. Such small zones are treated as a single zone in the same way as a zone that does not include the unknown load section.

[0113] For example, when the zone is divided into the small zone In2 corresponding to the unknown load section and the small zones In1, In3 free from the unknown load section, the travel assist unit 150 sets the small zone In1 corresponding to the unknown load section to the forced CD mode zone (step S41). Here, when the zone includes a plurality of unknown load sections, a plurality of small zones corresponding to the unknown load sections are set to the forced CD mode zone. Likewise, the travel assist unit 150 obtains the altitudes of the small zones In1, In3 free from the unknown load section from the altitude information to calculate the travel load of each of the small zones In1, In3, and uses the calculated travel loads to calculate the zone energy consumption amounts En1, En3 (step S42).

[0114] The driving assistance unit 150 adds the zone energy consumption amounts En1, En3 to the accumulated consumption energy amount ΣEn to update the accumulated consumption energy amount ΣEn (step S43), and increments the count value n (step S5).

[0115] When all of the zone energy consumption amounts En are accumulated in the accumulated consumption energy amount ΣEn and the accumulated consumption energy amount ΣEn is less than or equal to the total energy amount Emax, the CD mode scheduling zone is set in the small zones In1, In3 which are free from the section of unknown load.

[0116] When the accumulated consumption energy amount ΣEn, in which all of the zone energy consumption amounts En are accumulated, is greater than the total energy amount Emax, the CD / CS mode scheduling process is performed (see step S20 of Fig. 8). In this case, a plurality of zones with the small zones In1, In3 are sorted according to the driving load and then assigned to the total energy amount Emax, so that the CD mode or the CS mode is set.

[0117] If a zone with an unknown load section is divided into small zones and the CD mode or CS mode is scheduled in each small zone, the amount of stored energy of the battery 113 will not be excessive at the route destination. In addition, the distance range in which the mode without using the travel load is scheduled can be minimized to reduce the difference between the actual and planned consumption of the amount of stored energy of the battery 113.

[0118] Accordingly, the present embodiment of an information processor for a vehicle has the advantage described below in addition to the advantages (1) to (3).

[0119] (5) The travel assistance unit 150 treats the unknown load section and a section different from the unknown load section as separate zones. Therefore, when a zone includes the unknown load section, the mode in the section different from the unknown load section is planned according to the travel load. This limits the excess amount of stored energy when the vehicle 100 reaches the route destination, as well as a shortage of the stored energy amount relative to the planned amount of stored energy when the vehicle 100 is traveling. Further examples

[0120] It should be apparent to those skilled in the art that the present disclosure may be embodied in many other specific forms without departing from the scope of the disclosure. In particular, it should be understood that the present disclosure may be embodied in the following forms.

[0121] In step S205 of Fig. 9, when the driving assistance unit 150 determines that the accumulated consumption energy amount ΣEm is greater than the total energy amount Emax based on the stored energy amount (step S205: YES), the zones with ranks "1" to "m" are set to the CD mode planning zone (step S206). Instead, the zones with ranks "1" to "m-1" may be set to the CD mode planning zone. In this way, a plan can be formed such that the stored energy amount becomes insufficient in the zone with rank "m-1," which is the lowest rank of the CD mode planning zones. However, in this plan, the stored energy amount of the battery 113 is excessive at the route destination. Therefore, in order to avoid the excessive stored energy amount at the route destination, it is preferable that the zones with ranks "1" to "m" be set to the CD mode planning zone.

[0122] The vehicle 100 may include a sensor capable of acquiring an altitude, such as an altimeter or a GPS device capable of performing a three-dimensional measurement. In this case, the vehicle 100 is capable of acquiring the altitude of the travel route while traveling. The acquired altitude is stored associated with an absolute position or position information, such as a link. When acquiring the altitude of a zone, it is not determined that the zone includes a section of unknown load, even if the attribute flag 126e is associated with the zone "1."

[0123] In each of the above embodiments, the existence of a section of unknown load is determined based on the value of the attribute flag 126e. Instead, for example, when elevations are associated with a plurality of interpolation points of a link, the existence of an unknown load section may be determined based on whether or not an interpolation point is associated with an elevation, or based on the reliability of an elevation associated with an interpolation point. In this case, the travel assistance unit 150 determines that an unknown load section exists when an elevation is not associated with at least one of the interpolation points, or when the reliability of the elevation associated with the interpolation point of a structure is low. In addition, the link information 126 may include an elevation information flag.-flag, which indicates whether a section of unknown elevation exists or not. In this case, it can be determined that the section of unknown elevation exists, for example, if the elevation information flag is "0."

[0124] In each of the above embodiments, the total energy amount Emax is not assigned to the forced CD mode zone. However, the total energy amount Emax may be assigned to the forced CD mode zone if the excess stored energy amount can be limited at the route destination. For example, if the smallest travel load is used to plan the CD mode to calculate a zone energy consumption amount En, the zone energy consumption amount En may be assigned.

[0125] The altitude information can be obtained from a data server capable of communicating with the vehicle 100. In this case, the most recent altitude information can be used. Additionally, if the data server can collect altitude information based on the travel history of a large number of unspecified vehicles, the number of zones with a section of unknown load can be reduced.

[0126] In each of the above embodiments, the altitude information is used to calculate a travel load, and a section where the altitude cannot be obtained serves as a section of unknown load. Instead, the travel load may be calculated using traffic information including a congestion level and an average movement speed associated with each zone. In this case, in a zone with heavy traffic congestion, the travel speed is reduced, and a small travel load is calculated. In a zone free of traffic congestion, the travel load is calculated based on the average movement speed included in the link information.Here, a large travel load is calculated in a zone (link) with a high average movement speed, and a small travel load is calculated in a zone (link) with a high average movement speed. When the travel load is calculated in this way, a section where traffic information cannot be obtained may serve as a section of unknown load. In addition, when a structure such as a bridge, tunnel, or road is newly constructed and the link information has not yet been reflected in the map information 125, the link overhead cannot be used to calculate the travel load. In this case, a section where the link information has not been updated may serve as a section of unknown load.

[0127] In each of the above embodiments, the mode display unit 153 functions to display the meter image 170 on the HMI 123. The meter image 170 only needs to indicate the relationship and sequence of the CD mode and the CS mode and can be changed to an image different from that shown in Fig. 7. Furthermore, instead of showing the meter image 170, the drive sources may be controlled according to the mode map.

[0128] In each of the above embodiments, the driving assistance unit 150 is arranged in the hybrid controller 110. Instead, the driving assistance unit 150 may be arranged in the navigation system 120. Alternatively, the driving assistance unit 150 may be arranged in another controller, which may be a portable information terminal and is brought into the vehicle 100.

[0129] The driving assistance unit 150 may be located in a server (center) capable of communicating with the vehicle 100 via a wireless communication network. The server obtains the travel route of the vehicle 100 and the SOC (stored energy) of the battery 113 via the wireless communication network.

[0130] In each of the above embodiments, the travel assistance unit 150 calculates the travel load using the altitude. Instead, the travel load may be predetermined and calculated. The predetermined travel load may be included in the link information 126 or stored separately from the link information 126. In this case, if the travel assistance unit 150 determines that a zone includes a section of unknown load, such as a bridge or a tunnel, based on the attribute marker 126e or the like, the travel load of the zone is determined with low accuracy and is not used for scheduling the mode. Alternatively, if a zone includes a bridge or a tunnel and the travel load cannot be calculated, the travel load does not need to be stored in the link information 126 or the like.

[0131] In each of the above embodiments, the CD mode is configured to prioritize the drive of the second motor generator 142 and consume the power of the battery 113 while restricting the drive of the engine 131. Instead, the CD mode may be configured to drive the second motor generator 142 and consume the power of the battery 113 while prohibiting the drive of the engine 131. Prohibiting the drive of the engine 131 involves deactivating all cylinders. In this case, when the second motor generator 142 is insufficient to generate power for traveling, the mode may be changed to the CS mode.

[0132] In each of the above embodiments, the information processor is mounted on the vehicle 100, in which at least a portion of the driving force of the internal combustion engine 131 is converted into energy for charging the battery 113. Instead, the vehicle may be configured so that a driving force of the internal combustion engine 131 is not converted into energy.

[0133] A vehicle on which a vehicle information processor is mounted must be a hybrid vehicle, which includes multiple power sources and is capable of charging a storage battery from an external power supply. For example, the hybrid vehicle may be a so-called series hybrid type, in which the motor drives the wheels and the driving force of the internal combustion engine is used only to generate power. Alternatively, the vehicle may be a so-called parallel hybrid type, in which both the motor and the internal combustion engine directly drive the wheels.

[0134] The battery 113 only needs to be a power supply device capable of being charged and discharged, and may, for example, have a capacity different from that of a secondary battery.

[0135] In each of the above embodiments, vehicle 100 is a plug-in hybrid vehicle. Alternatively, vehicle 100 may be a hybrid vehicle in which the amount of stored energy is increased. The mode scheduling process described above is applicable to such a vehicle when creating a travel plan to reduce the amount of stored energy in the battery to the planned amount of stored energy at the route destination.

[0136] The present examples and embodiments are intended to be illustrative and not restrictive, and the disclosure is not to be limited to the details given herein, but is defined by the appended claims.

[0137] While not limited to this, an exemplary embodiment may be embodied as computer-readable code on a computer-readable recording medium. The computer-readable recording medium is any data storage device capable of storing data that can subsequently be read and executed by a computer system or microprocessor. Examples of the computer-readable recording medium include read-only memory (ROM), random access memory (RAM), CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices. The computer-readable recording medium may also be distributed across network-coupled computer systems so that the computer-readable code is stored and executed in a distributed manner.Likewise, an exemplary embodiment may be written as a computer program that is transmitted over a computer-readable transmission medium, such as a carrier wave, and may be received and implemented in general-use or special-purpose digital computers that execute the programs.

[0138] In the first mode, the vehicle prioritizes a trip in which only the engine is driven. In the second mode, the vehicle operates the engine and / or the motor to maintain a stored amount of energy in the storage battery. At least one of a plurality of zones contains a section of unknown load in which the trip load cannot be calculated. The scheduling unit is configured to set a zone with the section of unknown load to the first mode. List of reference symbols:

[0139] Vehicle 100; Navigation controller 121; Zone information 125; Internal combustion engine 131; Motor 142; Storage battery 113; Driving assistance unit (information processor) 150; Mode planning unit (travel route acquisition unit, zone information acquisition unit, planning unit) 151; First mode 171; Second mode 172; Total energy quantity Emax; Zone In; Zone energy consumption quantity En; Unknown load section 210

Claims

[1] An information processor (150) for use with a vehicle (100), the vehicle (100) comprising an internal combustion engine (131) and a motor (142) acting as drive sources, and a storage battery (113) acting as a power source of the motor (142), the information processor (150) comprising: a travel route acquisition unit configured to acquire a travel route from a route origin to a route destination, the travel route including a plurality of zones; a zone information acquisition unit configured to acquire zone information (125) used to calculate a travel load (Ln) of each of the zones included in the travel route; and a planning unit configured to calculate the travel load (Ln) of each of the zones included in the travel route using the zone information (125), wherein the planning unit is configured to set each zone to a first mode (171) or a second mode (172) based on the travel load (Ln), wherein in the first mode (171) priority is given to a trip in which only the engine (142) is driven, and in the second mode (172) the vehicle (100) is driven by the internal combustion engine (131) and / or the engine (142) to maintain a stored amount of energy of the storage battery (113), if at least one of the zones (In) comprises a section of unknown load (210) in which the travel load (Ln) cannot be calculated, the planning unit is configured to set the zone (In) with the section of unknown load (210) to the first mode (171), and wherein: the planning unit is configured to calculate a zone energy consumption amount (En) for each zone based on the calculated travel load (Ln), wherein the zone energy consumption amount (En) is an amount of energy consumed when the vehicle (100) travels in the first mode (171); the planning unit is configured to obtain a total amount of energy (Emax) that is permissible to be output from the storage battery (113) before a lower limit of the amount of stored energy is reached; the planning unit is configured to allocate to one or more zones, in order of zones with smaller loads, an energy quantity of the corresponding zone energy consumption quantity (En), the energy quantity being taken from the total energy quantity consumed (Emax); the planning unit is configured to set the one or more zones to which an amount of energy taken from the total amount of energy (Emax) is assigned to the first mode (171); and in addition to the one or more zones set by assigning the amount of energy drawn from the total amount of energy (Emax) to the first mode (171), when a zone (In) having the section of unknown load (210) is set to the first mode (171), the scheduling unit is configured not to assign an amount of energy drawn from the total amount of energy (Emax) to the zone (In) having the section of unknown load (210). [2] The information processor (150) according to claim 1, wherein, when a ratio (β / α) of a length (β) of the unknown load portion (210) with respect to a total length (α) of the zone (In) with the unknown load portion (210) is greater than or equal to a predetermined ratio (γ), the scheduling unit is configured to fully set the zone (In) with the unknown load portion (210) to the first mode (171). [3] Information processor (150) according to claim 1, wherein the planning unit is configured to set the unknown load section (210) to the first mode (171), and in the zone (In) with the section of unknown load (210), the planning unit is configured to set a section (In1, In3) that differs from the section of unknown load (210) to the first mode (171) or the second mode (172) based on the travel load (Ln) of the section (In1, In3) that differs from the section of unknown load (210). [4] A control method of a vehicle (100) by an information processor (150) for use with the vehicle (100), the vehicle (100) comprising an internal combustion engine (131) and a motor (142) acting as drive sources, and a storage battery (113) acting as a power source of the motor (142), the control method comprising: Obtaining a route from a route origin to a route destination, the route comprising a plurality of zones; Obtaining zone information (125) used to calculate a travel load (Ln) of each of the zones included in the travel route; and Calculating the travel load (Ln) of each of the zones included in the travel route using the zone information (125); Setting each zone to a first mode (171) or a second mode (172) based on the travel load (Ln), wherein in the first mode (171) priority is given to a trip in which only the motor (142) is driven, and in the second mode (172) the vehicle (100) is driven by the internal combustion engine (131) and / or the motor (142) to maintain a stored amount of energy of the storage battery (113); and if at least one of the zones (In) comprises a section of unknown load (210) in which the travel load (Ln) cannot be calculated, setting the zone (In) with the section of unknown load (210) to the first mode (171), the method further comprising: Calculating a zone energy consumption amount (En) for each zone based on the calculated travel load (Ln), wherein the zone energy consumption amount (En) is an amount of energy consumed when the vehicle (100) travels in the first mode (171); Obtaining a total amount of energy (Emax) that is permissible to be output from the storage battery (113) before a lower limit of the amount of stored energy is reached; Assigning to one or more zones, in order of zones with smaller loads, an energy quantity of the corresponding zone energy consumption quantity (En), the energy quantity being taken from the total energy quantity consumed (Emax); Setting the one or more zones to which an amount of energy taken from the total amount of energy (Emax) is assigned to the first mode (171); and in addition to the one or more zones set by assigning the amount of energy drawn from the total amount of energy (Emax) to the first mode (171), when a zone (In) having the section of unknown load (210) is set to the first mode (171), not assigning an amount of energy drawn from the total amount of energy (Emax) to the zone (In) having the section of unknown load (210).

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