On-vehicle control device

Abstract

To make travel load in a travel section to a proper value.SOLUTION: An on-vehicle control device calculates a section travel load during each travel section on the basis of section information such as incline per travel section using map information and vehicle speed. The on-vehicle control device regards, when a travel history exists in the travel section, a real travel load required when actually traveling as the section travel load, and calculates, when no travel history exists in the travel section, the section travel load by multiplying the travel load calculated on the basis of the section information by correction coefficient calculated from the real travel load regarding the travel section with a travel history and the travel load on the basis of the section information.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to an in-vehicle control device, and more particularly to an in-vehicle control device that uses map information to calculate a section travel load for each travel section based on section information such as gradient and travel vehicle speed for each travel section. [Background technology]

[0002] Conventionally, one proposed in-vehicle control device of this type stores predicted road load information for each road section in a map information database, and creates a driving support plan that assigns each section on a road route either a hybrid driving section where the vehicle runs on the engine or an electric driving section where the vehicle runs on the motor with the engine stopped, based on the road load of each section (see, for example, Patent Document 1). This device assigns a section of the road route that includes the destination as a top-priority electric driving section, and assigns the remaining sections of the road route other than the top-priority electric driving section as a hybrid driving section or an electric driving section based on the road load and the remaining charge of the secondary battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-213638 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the above-described on-board control device, when a discrepancy occurs between the actual road load and the predicted road load when traveling along a travel section, the remaining battery charge may be insufficient or excessive for traveling to the destination, making it impossible to create an appropriate travel support plan.

[0005] The main purpose of the on-board control device of the present disclosure is to set the road load of a road section to a more appropriate value. [Means for solving the problem]

[0006] The in-vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The in-vehicle control device of the present disclosure includes: An in-vehicle control device that calculates a section travel load for each travel section based on section information such as a gradient for each travel section and a travel vehicle speed using map information, For a travel section with a travel history, the actual travel load required when actually traveled is used as the section travel load, For sections of the road with no driving history, a correction coefficient is applied. It is characterized by:

[0008] The vehicle-mounted control device disclosed herein uses map information to calculate the section road load for each driving section based on section information such as the gradient of each driving section and the vehicle speed. For driving sections with a driving history, the actual road load required when actually driving is used as the section road load. For driving sections with no driving history, a correction coefficient is multiplied. This allows for a more appropriate section road load compared to when the road load calculated based on the section information is used as the section road load.

[0009] In the on-board control device of the present disclosure, the correction coefficient may be calculated for a driving section with a driving history based on the actual driving load and the driving load based on the section information, and for a driving section with no driving history, the section driving load may be calculated by multiplying the driving load calculated based on the section information by the correction coefficient. In this way, a correction coefficient can be determined according to the driver's driving history, resulting in a more appropriate section driving load.

[0010] In the on-board control device of the present disclosure, the correction coefficient may be calculated according to the road type of the travel section. In this way, the section road load is calculated using a correction coefficient according to the road type, so that the section road load can be set to a more appropriate value. Note that examples of road types include whether the road is an ordinary road or an expressway, an urban area or a suburban area, etc.

[0011] In the on-board control device of the present disclosure, for a congested driving section among the driving sections without a driving history, the driving load calculated based on the section information without using the correction coefficient may be set as the section driving load, because the correction coefficient cannot be said to be appropriate for a congested driving section.

[0012] In the on-board control device of the present disclosure, for a travel section without a travel history where the travel load calculated based on the section information is a negative value, the travel load calculated based on the section information without using the correction coefficient may be set as the section travel load, because a travel section with a negative travel load may cause an undesirable condition such as an inappropriate prediction of battery charging.

[0013] The on-board control device of the present disclosure may be installed in a vehicle capable of electric driving, having an engine, a driving motor, a battery that supplies power to the motor, and the map information, and may use the section driving load to create a driving assistance plan that determines whether to drive in CD mode or CS mode for each driving section included in a driving route to a destination, and may execute driving assistance control that controls the engine and the motor to drive based on the driving assistance plan. This allows for the creation of a more appropriate driving assistance plan and the execution of more appropriate driving assistance control. In this case, the section driving load using the correction coefficient may be used when the driving route includes an electric driving section in which the vehicle is driven by the motor with the engine stopped. This is because it is preferable to create a more accurate driving assistance plan when the driving route includes an electric driving section. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a block diagram illustrating an example of a hybrid vehicle 20 equipped with an on-vehicle control device according to an embodiment of the present disclosure, with a hybrid ECU 50 as the central block. [Figure 2] 4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50. [Figure 3] 10 is a flowchart showing an example of a section travel load calculation process. [Figure 4] 10 is a flowchart showing an example of a driving support control according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0015] Next, a mode (embodiment) for carrying out the present disclosure will be described. FIG. 1 is a block diagram illustrating an example of a hybrid vehicle 20 equipped with an on-board control device according to an embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. The on-board control device corresponds to the hybrid ECU 50. As illustrated, 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 runs by switching between a CD mode (Charge Depleting mode) that prioritizes electric running so as to reduce the state of charge (SOC) of the battery 40, and a CS mode (Charge Sustaining mode) that combines electric running and hybrid running so as to maintain the state of charge (SOC) of the battery 40 at a target rate. The electric running mode is a mode in which the vehicle runs solely on power from the motor MG with the engine EG stopped, and the hybrid running mode is a mode in which the engine EG is operated and the vehicle runs on power from both the engine EG and the motor MG.

[0016] In addition to the power source, the hybrid vehicle 20 of this embodiment is equipped with 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 accelerator sensor 32, a brake sensor 34, a mode selector switch 36, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as the air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a brake device 64, a display device 66, a driving status indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0017] The GPS 22 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that 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 inter-vehicle distance and relative speed between the host vehicle and a vehicle ahead, and the inter-vehicle distance and relative speed between the host vehicle and a vehicle behind.

[0018] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the front-rear direction of the vehicle or the acceleration in the left-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The accelerator sensor 32 detects the accelerator opening amount according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position, etc., as the amount of depression of the brake pedal by the driver. The mode change switch 36 is located near the steering wheel of the driver's seat and is a switch for switching between CD mode and CS mode.

[0019] The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, charge / discharge current, and battery temperature, and manages the battery 40 based on these. The battery actuator 38 calculates the power storage ratio SOC as the ratio of the remaining power storage capacity to the total power storage capacity based on the charge / discharge current, and calculates the maximum allowable output power (output limit Wout) that may be output from the battery 40 and the maximum allowable input power (input limit Win) that may be input to the battery 40 based on the power storage ratio SOC, battery temperature, etc. The battery 40 is configured as a rechargeable secondary battery, and may be, for example, a lithium-ion battery, a nickel-metal hydride battery, or a lead-acid battery.

[0020] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioner ECU 42 is incorporated into an air conditioner that conditions the passenger compartment, and drives and controls an air conditioner compressor 44 in the air conditioner so that the temperature in the passenger compartment becomes a set temperature.

[0021] 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. The motor MG is connected to a battery 40 via an inverter (not shown), and can output driving force using power supplied from the battery 40 and charge the battery 40 with the generated power.

[0022] The hybrid ECU 50 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The hybrid ECU 50 sets the driving mode and sets the target operating point (target rotation speed and target torque) of the engine EG and the torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output and input limits from the battery actuator 38. The hybrid ECU 50 does not start up when the accessory is on, but starts up when the power is ready to be turned on.

[0023] During electric driving, hybrid ECU 50 sets a required driving force and a required power based on the accelerator opening from accelerator sensor 32 and the vehicle speed from vehicle speed sensor 30, sets a torque command for motor MG so as to output the required driving force and the required power to the vehicle, and sends the set torque command to accelerator actuator 60. During hybrid driving, hybrid ECU 50 sets a target operating point for engine EG and a torque command for motor MG so as to output the required driving force and the required power to the vehicle, and sends the target operating point and torque command to accelerator actuator 60. Furthermore, when the brake pedal is depressed, hybrid ECU 50 sets a required braking force based on the brake position from brake sensor 34 and the vehicle speed from vehicle speed sensor 30, sets a torque command for regeneration for regenerative control of motor MG based on the required braking force and the vehicle speed, and sets a target braking force to be used by the brake device, and sends the torque command to accelerator actuator 60 and the target braking force to brake actuator 62.

[0024] Accelerator actuator 60 controls the drive of engine EG and motor MG according to the target operating point and torque command set by hybrid ECU 50. Accelerator actuator 60 controls the intake air amount, fuel injection, ignition, intake valve opening / closing timing, etc. so that engine EG is operated at the target operating point (target rotation speed and target torque). Accelerator actuator 60 also controls the switching of switching elements of an inverter that drives motor MG so that torque corresponding to the torque command is output from motor MG.

[0025] 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 by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0026] The display device 66 is incorporated, for example, into an installation panel in front of the driver's seat, and displays various information and also functions as a touch panel. The driving status indicator 67 has an EV indicator and an HV indicator (not shown), and when the vehicle is running on motor, the EV indicator is turned on and the HV indicator is turned off, and when the vehicle is running on hybrid, the EV indicator is turned off and the HV indicator is turned on. The meter 68 is incorporated, for example, into the installation panel in front of the driver's seat.

[0027] 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 information include the vehicle's position, vehicle 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 sections along the travel route, information about traffic regulations, information about weather, information about road surface conditions, and information about maps. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every minute, or every two minutes).

[0028] 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 has a function of displaying the route to the destination, the vehicle's position, and the like on the display device 66 based on map information. The navigation system 80 communicates with a traffic information management center 100 via a DCM (Data Communication Module) 70. When a destination is set, the navigation system 80 sets a route based on the destination information, information on the current location (current vehicle position) acquired by the GPS 22, and 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 or 5 minutes) to acquire 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 road gradients, road types, altitudes, and the like for each driving section.

[0029] When providing route guidance, navigation system 80 generates, as look-ahead information, information on each driving section within the driving route and driving load information from the road traffic information obtained from traffic information management center 100 (or at predetermined intervals), as well as load information required for driving each driving section based on the vehicle's speed, driving power, driving mode, etc., and transmits this information to hybrid ECU 50. The look-ahead information also includes information on the vehicle itself, such as the vehicle's position, vehicle speed, driving power, and driving mode, information on current and future traffic congestion, information on the current average vehicle speed and predicted future average vehicle speed for sections on the driving route, information on traffic regulations, information on weather, information on road surface conditions, and information on maps.

[0030] Next, the operation of the hybrid ECU 50 in the hybrid vehicle 20 configured as described above will be described, particularly the operation when a driving support plan is created and driving support control is executed when a driving route is set in conjunction with setting a destination. Figure 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This flowchart is executed after the ignition switch 21 is turned on.

[0031] In driving assist control, first, it is determined whether driving assist control can be executed (step S100). Driving assist control cannot be executed when route guidance cannot be performed satisfactorily, such as when an abnormality occurs in the navigation system 80 or the GPS 22. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that can be output from the battery 40, becomes small, and even when driving in CD mode, the engine EG may be started frequently, making it impossible to drive in CD mode properly. In step S100, it is determined whether driving assist control can be executed due to these circumstances. If it is determined in step S100 that driving assist control cannot be executed, the process waits until driving assist control can be executed.

[0032] If it is determined in step S100 that driving assist control can be executed, it is determined whether the look-ahead information transmitted from the navigation system 80 has been updated (step S110). If it is determined that the look-ahead information has been updated, the look-ahead information is acquired (step S120). Next, the driving load (section driving load) D3 of each driving section up to the control end section (destination) is calculated (step S130). The calculation of this section driving load D3 of each driving section is performed by the section driving load calculation process illustrated in FIG. 3. The section driving load calculation process will be described later.

[0033] Once the section travel load D3 for each travel section up to the control end section is calculated, a travel support plan is created using this section travel load D3 (step S140). The travel support plan can be created, for example, by calculating the energy consumption E(n) of each travel section of the travel route from the current location to the control end section (destination) and the total energy Esum as the sum of these energy consumption E(n), assigning the CD mode to all travel sections when the total energy Esum is equal to or less than the remaining charge of battery 40, and assigning the travel sections belonging to the electric power travel range to the CD mode and calculating the sum of the energy consumption En for these travel sections, sorting the travel sections not belonging to the electric power travel range in order of lowest section travel load D3(n), and assigning the travel sections not belonging to the electric power travel range to the CD mode in order of lowest section travel load D3(n), until the sum of the energy consumption En for the travel sections assigned to the sum of the energy consumption En for the travel sections belonging to the electric power travel range exceeds the remaining charge of battery 40, and assigning the remaining travel sections to the CS mode.

[0034] Then, the driving mode is controlled in accordance with the driving support plan (step S150), and it is determined whether or not the control termination condition is satisfied (step S160). If it is determined that the control termination condition is not satisfied, the process returns to the process of determining whether or not driving support control can be executed in step S100. If it is determined that the control termination condition is satisfied, the driving support control is terminated.

[0035] Next, the section running load calculation process of Fig. 3 will be explained. In the section running load calculation process, first, it is determined whether or not there is a history of past running (running history) for the target running section (step S200). If it is determined that there is a running history, the running load (actual running load) D2 during past running is set as the section running load D3 (step S210), and this process ends.

[0036] If it is determined in step S200 that there is no driving history, a driving load D1 is calculated based on information about the driving section (section information: gradient, average vehicle speed, driving resistance, distance, etc.) and vehicle weight (step S220). Next, it is determined whether the calculated driving load D1 is a negative value (downhill) (step S230), and whether the target driving section is congested (step S240). If it is determined that the driving load D1 is not negative and that the target driving section is not congested, a correction coefficient k is set based on the road type (steps S250 to S280). Specifically, if the road type is a highway, the correction coefficient k is set to a coefficient kh (step S260). If the road type is an ordinary road in an urban area, the correction coefficient k is set to a coefficient ku (step S270). If the road type is an ordinary road in a suburban area, the correction coefficient k is set to a coefficient ks (step S280). The coefficients kh, ku, and ks can be the average value or learned value of the ratio (D2 / D1) between the actual running load D2 of a travel section with a travel history and the running load D1 calculated for that travel section based on section information, etc., on expressways, ordinary roads in urban areas, and ordinary roads in suburban areas. Then, the section running load D3 is calculated by multiplying the running load D1 by a correction coefficient k (k=1) (step S300), and this process ends. By calculating the section running load D3 in this manner, it is possible to reduce the difference between the actual running load D2 and the running load D1 calculated based on section information, etc., and to make the running load of the travel section (section running load) more appropriate.

[0037] When it is determined in step S230 that the road load D1 is a negative value (downhill) or when it is determined in step S240 that the target travel section is congested, the correction coefficient k is set to a value of 1 (step S290), the road load D1 is multiplied by the correction coefficient k (k=1) to calculate the section road load D3 (step S300), and this process ends. In this case, the road load D1 is set as the section road load D3 without any change, so when it is determined that the road load D1 is a negative value (downhill) or when it is determined that the target travel section is congested, the road load D1 is set as the section road load D3 without using the correction coefficient k. The reason for setting the road load D1 as the section road load D3 when it is determined in step S230 that the road load D1 is a negative value (downhill) is to prevent the remaining charge of the battery 40 from becoming excessive when the travel assistance plan is executed and the vehicle arrives at the destination. In addition, when it is determined in step S240 that the target driving section is congested, the driving load D1 is set to the section driving load D3 because the correction coefficient k that takes into account the actual driving load D2 cannot be said to be appropriate for a congested driving section.

[0038] In the hybrid ECU 50 of the hybrid vehicle 20 according to the embodiment described above, for a travel section with a travel history, the travel load (actual travel load D2) during actual travel is used as the section travel load D3. For a travel section with no travel history, the section travel load D3 is calculated by multiplying the travel load D1 by a correction coefficient k based on the actual travel load D2 for the travel section with a travel history and the travel load D1 calculated for that travel section based on section information, etc. This allows for a more appropriate section travel load D3 than when the travel load D1 calculated based on section information is used as the section travel load D3. Moreover, because the correction coefficient k is set according to the road type, a more appropriate section travel load D3 can be obtained. Furthermore, because such a section travel load D3 is used to create a travel assistance plan and perform travel assistance control, a more appropriate travel assistance plan can be created, and travel assistance control can be executed more appropriately.

[0039] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, when the running load D1 is a negative value (downhill), the running load D1 is set to the section running load D3 without using the correction coefficient k, but even when the running load D1 is a negative value (downhill), the section running load D3 may be calculated by multiplying the running load D by the correction coefficient k based on the road type.

[0040] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, when the target driving section is congested, the driving load D1 is set to the section driving load D3 without using the correction coefficient k, but even when the target driving section is congested, the section driving load D3 may be calculated by multiplying the driving load D by the correction coefficient k based on the road type.

[0041] In the hybrid ECU 50 of the hybrid vehicle 20 of the embodiment, for a driving section with no driving history, the section driving load D3 is calculated by multiplying the driving load D by a correction coefficient k based on the road type, but the section driving load D3 may also be calculated by multiplying the driving load D by the same correction coefficient k regardless of the road type.

[0042] In the hybrid ECU 50 of the hybrid vehicle 20 of this embodiment, the section traveling load D3 is calculated by multiplying the traveling load D by the correction coefficient k regardless of whether the traveling route includes an electric driving area. However, the section traveling load D3 may be calculated by multiplying the traveling load D by the correction coefficient k only when the traveling route includes an electric driving area. An example of the traveling assist control in this case is shown in FIG. 4. In the traveling assist control of FIG. 4, after obtaining look-ahead information, it is determined whether the traveling route includes an electric driving area (step S122). If it is determined that the traveling route includes an electric driving area, the section traveling load D3 of each traveling section up to the control end section is calculated using the correction coefficient k according to the road type (step S130), as in the traveling assist control of FIG. 2, and a traveling assist plan is created (step S140). On the other hand, if it is determined in step S122 that the travel route does not have an electric driving area, for each travel section up to the control end section, the actual travel load D2 is set as the section travel load D3 for travel sections with a travel history, and the travel load D1 calculated based on the section information, etc. is set as the section travel load D3 for travel sections with no travel history (step S124), and a travel assistance plan is created using these section travel loads D3 (step S140). In this way, when the travel route includes an electric driving area, the travel load D is multiplied by the correction coefficient k to calculate the section travel load D3 and create a travel assistance plan, so that a more appropriate travel assistance plan can be created when the travel route includes an electric driving area.

[0043] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problems" section will be explained. In the embodiment, the hybrid electronic control unit 50 corresponds to the "vehicle control device."

[0044] The correspondence between the main elements of the embodiments and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the embodiments are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the embodiments are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0045] The present disclosure has been described above using embodiments, but the present disclosure is not limited to these embodiments and can, of course, be embodied in various forms within the scope of the gist of the present disclosure. [Industrial Applicability]

[0046] The present disclosure is applicable to the manufacturing industry of in-vehicle control devices, etc. [Explanation of symbols]

[0047] 20 Hybrid vehicle, 21 Ignition switch, 22 GPS, 24 In-vehicle camera, 26 Millimeter-wave radar, 28 Acceleration sensor, 30 Vehicle speed sensor, 32 Accelerator sensor, 34 Brake sensor, 36 Mode selector switch, 38 Battery actuator, 40 Battery, 42 Air conditioning electronic control unit (air conditioning ECU), 44 Air conditioning compressor, 50 Hybrid electronic control unit (hybrid ECU), 60 Accelerator actuator, 62 Brake actuator, 64 Brake device, 66 Display device, 67 Driving status indicator, 68 Meter, 70 DCM, 80 Navigation system, 82 Display unit, 84 Map information database, 100 Traffic information management center, EG engine, MG motor.

Claims

1. An in-vehicle control device that uses map information to calculate a section travel load for each travel section based on section information such as a gradient for each travel section and a travel vehicle speed, For a travel section with a travel history, the actual travel load required when actually traveled is set as the section travel load, For sections with no driving history, a correction coefficient is applied.

2. An in-vehicle control device comprising:

2. 2. The vehicle-mounted control device according to claim 1, The correction coefficient is calculated based on the actual running load and the running load based on the section information for a running section having a running history, For a travel section that has no travel history, the travel load calculated based on the section information is multiplied by the correction coefficient to calculate the section travel load. In-vehicle control device.

3. 3. The vehicle-mounted control device according to claim 2, Calculating the correction coefficient according to the road type of the travel section; In-vehicle control device.

4. 3. The vehicle-mounted control device according to claim 2, For a congested travel section among the travel sections without the travel history, the travel load calculated based on the section information without using the correction coefficient is set as the section travel load. In-vehicle control device.

5. 3. The vehicle-mounted control device according to claim 2, For a travel section having no travel history and having a negative running load calculated based on the section information, the running load calculated based on the section information without using the correction coefficient is set as the section running load. In-vehicle control device.

6. 6. The vehicle-mounted control device according to claim 1, The vehicle is mounted on an electrically powered vehicle having an engine, a motor for driving, a battery for supplying power to the motor, and the map information, creating a driving support plan for planning whether to drive in a CD mode or a CS mode for each driving section included in a driving route to a destination using the section driving load, and executing driving support control for controlling the engine and the motor so that the vehicle drives based on the driving support plan; In-vehicle control device.

7. 7. The vehicle-mounted control device according to claim 6, using the section travel load using the correction coefficient when the travel route includes an electric travel section in which the vehicle travels by the motor with the engine stopped; In-vehicle control device.

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