Hybrid vehicle

Abstract

To provide a hybrid vehicle that is enabled to more surely run on an area on which the vehicle has to run by power of a motor in particular.SOLUTION: A control device of a hybrid vehicle executes running support control so that the vehicle runs on the basis of a plan based on map information and a position of an own vehicle or a running support plan in which a motor running mode or a normal running mode is allocated to each running section using information on each running section on an estimated running route. Further, the control device prepares the running support plan on the basis of a plurality of stages of motor running levels set on each running section.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to hybrid vehicles. [Background technology]

[0002] Conventionally, as this type of hybrid vehicle, a vehicle that switches between an electric motor mode for running only on the electric motor, an engine mode for running only on the engine, and a combined mode for running both on the electric motor and the engine, depending on the mode switching vehicle speed, has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, the mode switching vehicle speed is switched for each type of environment, such as urban areas, suburban areas, highways, tunnels, etc., to enable running suited to the environment. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 06-187595 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, motor-driving-restricted areas where only motor driving is permitted, such as Zero Emission Zones (ZEZ) where exhaust gas emissions are prohibited, and motor-driving-recommended areas, such as Low Emission Zones (LEZ) where exhaust gas emissions are suppressed as much as possible, have been set, and it is desirable to drive in each area. In addition, in order to suppress noise, a user may want to set a motor driving area around his or her home. If each of these areas were to be motor-driving uniformly, the remaining battery capacity would decrease before reaching the motor-driving-restricted area, and there would be cases where the motor could not be driven in the motor-driving-restricted area.

[0005] The main object of the hybrid vehicle of the present disclosure is to enable the vehicle to more reliably run on the motor in areas where running on the motor is particularly necessary. [Means for solving the problem]

[0006] The hybrid vehicle of the present disclosure employs the following measures to achieve the above-mentioned main object.

[0007] An engine capable of outputting power for driving; A motor capable of outputting power for driving; a power storage device capable of exchanging power with the motor; a control device that, when controlling the engine and the motor by switching between a motor driving mode in which the vehicle runs using power from the motor while the engine is stopped and a normal driving mode in which the vehicle runs normally using power from the engine and power from the motor as necessary, executes driving assistance control for driving based on a driving assistance plan in which the motor driving mode or the normal driving mode is assigned to each driving section using information on each driving section of a planned or estimated driving route based on map information and a vehicle position; A hybrid vehicle comprising: The control device creates the driving assistance plan based on a plurality of motor driving levels set for each driving section. It is characterized by:

[0008] The hybrid vehicle disclosed herein includes an engine capable of outputting power for driving, a motor capable of outputting power for driving, an electricity storage device capable of exchanging power with the motor, and a control device that controls the engine and the motor by switching between a motor driving mode in which the vehicle runs on power from the motor while the engine is stopped, and a normal driving mode in which the vehicle runs on power from the engine and power from the motor as necessary. The control device executes driving support control for driving based on a driving support plan in which the motor driving mode or the normal driving mode is assigned to each driving section using information on each driving section of a planned or estimated driving route based on map information and the vehicle position. The control device creates the driving support plan based on a plurality of motor driving levels set for each driving section of the planned or estimated driving route. That is, the motor driving mode is assigned in order from the driving section with the highest motor driving level among the planned or estimated driving sections. This makes it possible to more reliably assign the motor driving mode to the driving section with the highest motor driving level, thereby enabling more reliable motor driving. Here, the "planned driving route" refers to a driving route set by route guidance from the current location to the destination, and the "estimated driving route" refers to a driving route estimated to be taken from the current location.

[0009] In the hybrid vehicle disclosed herein, the control device may be configured to charge the power storage device before traveling through a travel section where the motor traveling level is equal to or higher than a predetermined level. In this way, the vehicle can travel through a travel section where the motor traveling level is equal to or higher than a predetermined level more reliably by motor traveling. Note that when the vehicle can travel through the travel section by motor traveling without charging the power storage device a predetermined distance before the travel section where the motor traveling level is equal to or higher than a predetermined level, the control device may not charge the power storage device. In this way, unnecessary charging of the power storage device can be avoided.

[0010] In the hybrid vehicle disclosed herein, the control device may create the driving support plan by preferentially setting the motor driving mode for a user-set driving section that is set by a user on the driving route as a section where motor driving should be performed. This allows the user's intention to be more reliably reflected. In this case, the control device may create the driving support plan by preferentially setting the motor driving mode for an engine-set driving section that is set by a public institution on the driving route as a section where motor driving should be performed at a predetermined intensity or higher, compared to the user-set driving section. For example, when considering using motor driving levels, this corresponds to a case where the motor driving levels 1 to 4, which are the lowest motor driving levels among the five levels of intensity set by a public institution, are set to 3, the motor driving level of the highest level of intensity, 5, and the motor driving level of the user-set driving section is set to 4.

[0011] In the hybrid vehicle disclosed herein, the control device may create the driving assistance plan by preferentially setting the motor driving mode for the driving section leading to the user's home when the user's home is planned or estimated as the destination, and create the driving assistance plan based on the motor driving level for the driving section including the user's home when the user's home is a waypoint on the way to the destination. That is, when returning home, the driving section leading to the user's home is preferentially set to the motor driving mode, and when passing the user's home and heading toward the destination, the driving mode is set according to the motor driving level that is predetermined for the driving section including the user's home. This allows the vehicle to respond more appropriately when returning home and when passing the user's home.

[0012] The hybrid vehicle of the present disclosure may further include a display device that displays the vehicle position and at least a part of the driving route together with the map information, and the control device controls the display device to display the map information using a display method based on the motor running level. In this way, the motor running level can be displayed on the display device using different display methods, allowing the user to easily recognize the motor running level of each area. As a display method, a color for each motor running level or a brightness or luminance for each motor running level can be used. [Brief description of the drawings]

[0013] [Figure 1] 1 is a block diagram illustrating an example of a hybrid vehicle 20 according to an embodiment of the present disclosure, with a hybrid ECU 50 as the central block. [Diagram 2] 4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50. [Diagram 3] FIG. 4 is an explanatory diagram showing an example of a motor running level. [Figure 4] 11 is an explanatory diagram showing an example of map information in the vicinity of the current position displayed on a display device 66 using a display method according to a motor driving level. FIG. [Diagram 5] 4 is a flowchart showing an example of a high motor running level section pre-travel process executed by a hybrid ECU 50. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Next, a mode (embodiment) for carrying out the present disclosure will be described. FIG. 1 is a block diagram showing an example of a hybrid vehicle 20 as an embodiment of the present disclosure, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has a motor driving mode in which the vehicle runs on power from the motor MG with the engine EG stopped, and a normal driving mode in which the engine EG is operated as necessary and the vehicle runs on power from the engine EG and the motor MG. The normal driving mode includes a CD mode (Charge Depleting mode) in which electric driving is prioritized so as to reduce the storage ratio SOC of the battery 40, and a CS mode (Charge Sustaining mode) in which electric driving and hybrid driving are used together so as to maintain the storage ratio SOC of the battery 40 at a target ratio.

[0015] In addition to the power source, the hybrid vehicle 20 of the 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 change switch 36, a battery actuator 38, a battery 40, an air conditioner electronic control unit (hereinafter referred to as air conditioner ECU) 42, an air conditioner compressor 44, a hybrid ECU 50, an accelerator actuator 60, a brake actuator 62, a braking 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.

[0016] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that captures images of the surroundings of the vehicle, such as a front camera that captures images in front of the vehicle and a rear camera that captures images behind the vehicle. The millimeter wave radar 26 detects the distance and relative speed between the vehicle and a vehicle ahead, and the distance and relative speed between the vehicle and a vehicle behind.

[0017] 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 and the like. The accelerator sensor 32 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position as the amount of depression of the brake pedal by the driver. The mode change switch 36 is disposed near the steering wheel of the driver's seat and is a switch for switching between the motor driving mode and the normal driving mode.

[0018] The battery actuator 38 detects the state of the battery 40, such as the terminal voltage, the charge / discharge current, and the 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 and the battery temperature, etc. The battery 40 is configured as a chargeable and dischargeable secondary battery, and may be, for example, a lithium ion battery, a nickel metal hydride battery, or a lead storage battery.

[0019] The air conditioner ECU 42 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The air conditioner ECU 42 is incorporated in 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 of the passenger compartment becomes a set temperature.

[0020] 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 electric power supplied from the battery 40 and can charge the battery 40 with the generated electric power.

[0021] The hybrid ECU 50 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets a driving mode, and sets a target operating point (target rotation speed and target torque) of the engine EG and a torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output limit and input limit from the battery actuator 38. The hybrid ECU 50 does not start up when the accessory is on, but starts up when the ready is on.

[0022] When the vehicle is traveling by motor, the hybrid ECU 50 sets a required driving force and a required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for the motor MG so as to output the required driving force and the required power to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the vehicle is traveling by hybrid, the hybrid ECU 50 sets a target driving point for the engine EG and a torque command for the motor MG so as to output the required driving force and the required power to the vehicle, and transmits the target driving point and the torque command to the accelerator actuator 60. When the brake pedal is depressed, the hybrid ECU 50 sets a required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, sets a torque command for regeneration for regenerative control of the motor MG based on the required braking force and the vehicle speed, and sets a target braking force by the brake device, transmits the torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62.

[0023] 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 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that engine EG is operated at the target operating point (target rotation speed and target torque). Accelerator actuator 60 also performs switching control of switching elements of an inverter for driving motor MG so that torque corresponding to the torque command is output from motor MG.

[0024] The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0025] The display device 66 is, for example, built 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 the 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, for example, built into an installation panel in front of the driver's seat.

[0026] 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, running power, and running mode. Examples of the road traffic information include information about current and future congestion, information about the current average vehicle speed and the predicted value of the future average vehicle speed in each running section on the running 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). The running sections are basically set as the distance between intersections, and when the distance between intersections is long, the distance is set to a predetermined distance.

[0027] 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 or a waypoint is set, the navigation system 80 sets a route based on the information on the destination and waypoint, the information on the current location (current vehicle position) acquired by the GPS 22, and the information stored in the map information database 84. The navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or every 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, motor driving levels, and the like for each travel section. The motor running level is the degree (strength) of motor running, and in this embodiment, the motor running level EVL is set to eight levels ranging from EVL0, which indicates no restrictions, to EVL7, which indicates that only motor running is permitted.

[0028] When performing route guidance, the navigation system 80 generates, as look-ahead information, information on each travel section in the travel route and information on travel load from the road traffic information acquired from the traffic information management center 100 (or at predetermined intervals), load information required for traveling each travel section based on the vehicle's speed, vehicle's travel power, and vehicle's travel mode, and transmits the look-ahead information to the hybrid ECU 50. The look-ahead information includes vehicle information such as the vehicle's position, vehicle speed, travel power, and travel mode, information on current and future traffic congestion, information on the current average vehicle speed and the predicted value of the future average vehicle speed in the section on the travel route, information on traffic regulations, information on weather, information on road surface conditions, and information on maps. The map information also includes areas where the motor should be driven (motor driving area) and the strength of motor driving (motor driving level set by public institutions such as a national or municipal government). The navigation system 80 can also set the motor driving area by specifying an area such as an area near the user's home through a user operation. The navigation system 80 transmits a signal to the hybrid ECU 50 indicating whether or not the host vehicle is in the motor driving range when the host vehicle is traveling.

[0029] Next, the operation of the hybrid vehicle 20 thus configured will be described, in particular the operation when creating a driving support plan according to the motor driving level and driving according to the created driving support plan. Fig. 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.

[0030] In the driving support control, first, it is determined whether or not driving support control can be executed (step S100). When route guidance cannot be performed satisfactorily, such as when an abnormality occurs in the navigation system 80 or the GPS 22, driving support control cannot be executed. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and even when driving in the CD mode, the engine EG may be started frequently, making it impossible to drive in the CD mode appropriately. In step S100, it is determined whether or not driving support control can be executed due to such circumstances. When it is determined in step S100 that driving support control cannot be executed, the vehicle waits until driving support control can be executed.

[0031] When it is determined in step S100 that driving support control can be executed, it is determined whether or not the look-ahead information transmitted from the navigation system 80 has been updated (step S110). When it is determined that the look-ahead information has been updated, information on a planned or estimated driving route within a predetermined range from the current location is acquired (step S120). The predetermined range can be 5 km, 10 km, 15 km, etc. The planned driving route is a driving route planned by the navigation system 80 as route guidance from the current location to the destination by setting the destination, and the estimated driving route is a driving route estimated to be traveled from the current location.

[0032] Next, a section variable i for repetition is initialized to a value of 1 (step S130), and the processes of steps S140 to S230 are repeated to set the motor driving level EVL for all driving sections in the driving route for which information has been acquired.

[0033] In the repetitive process, first, information on the travel section of section variable i is read (step S140), and it is determined whether or not the target travel section (i) is set by the user as an area where motor driving is required (motor driving area) (step S150). When it is determined that the target travel section (i) is not set as a motor driving area by the user, the motor driving level EVL of the travel section (i) is set according to the motor driving strength set by a public institution or the like for the target travel section (i) (step S180). An example of the level of regulation and the motor driving level EVL is shown in FIG. 3. In FIG. 3, "LEZ" is a low emission zone (LEZ) and indicates an area where motor driving is recommended, indicated by a level (strength) of values ​​1 to 7 set by a public institution or the like. "ZEZ" is a zero emission zone (ZEZ) and indicates an area where only motor driving is permitted by a public institution or the like. In the embodiment, a motor running level EVL3 is set for LEZ(1)-(6), a motor running level EVL5 is set for LEZ(7), and a motor running level EVL6 is set for ZEZ. Note that a motor running level EVL4 is set for the motor running area set by the user. The motor running level EVL for the motor running area set by the user is set higher than the motor running level EVL3 for LEZ(1)-(6) in order to more reliably reflect the user's intention, and is set lower than the motor running level EVL5 for LEZ(7) because it is considered that the user's intention is not as high as the highest rank recommended by a public institution for motor running. Note that "none" in the restriction is an area that is not the motor running area set by a public institution or the user, and in the embodiment, a motor running level EVL0 is set.

[0034] If it is determined in step S150 that the target driving section (i) is a motor driving area set by the user, it is determined whether the target driving section (i) includes the user's home (step S160). If it is determined that the target driving section (i) does not include the user's home, it is determined that the target driving section (i) is a motor driving area set by the user, and in this embodiment, a motor driving level EVL4 is set for the driving section (i) (see FIG. 3).

[0035] When it is determined in step S160 that the target travel section (i) includes the home, it is determined whether the home is the destination (step S170). This determination can be made based on whether the home is set as the destination or whether the home is estimated as the destination. That is, when the navigation system 80 is providing route guidance from the current location to the destination, it is determined whether the home is set as the destination. When the navigation system 80 is not providing route guidance, it is determined whether the vehicle is traveling toward the home. This is based on the fact that when the vehicle is traveling toward the home without route guidance, the home is estimated as the destination, and when the vehicle is traveling toward a direction other than the home, the destination is not estimated. When it is determined that the home is the destination, the motor traveling level EVL2 is set for the travel section (i) (step S200), and when it is determined that the home is not the destination, the motor traveling level EVL for the travel section (i) is set according to the motor traveling strength set by a public institution or the like (step S210). When it is determined that the home is not the destination, it is determined that the home is not the destination when the home is located on the way to the destination, that is, when the home is a stopover on the way to the destination. In this case, the motor driving level EVL of the driving section (i) can be treated the same as for other vehicles, so the motor driving level EVL of the driving section (i) is set according to the intensity of motor driving set by a public institution or the like.

[0036] When the motor driving level EVL for the travel section (i) is set by any of the processes in steps S180 to S210, it is determined whether or not the setting of the motor driving level EVL for all travel sections within the range in which the information has been acquired has been completed (step S220). If it is determined that the setting of the motor driving level EVL for all travel sections has not been completed, the section variable i is incremented by a value of 1, and the process returns to the process of reading the information for the travel section (i) in step S140.

[0037] When it is determined in step S220 that the setting of the motor running level EVL for all the travel sections has been completed, a travel support plan is created using the set motor running level EVL (step S240). The driving assistance plan can be created, for example, by assigning the motor driving mode to each driving section of the driving route in order of highest motor driving level EVL, and for driving sections with motor driving level EVL0, calculating the total energy Esum as the sum of the energy consumed E(n) of each driving section of the driving route from the current location to the control end section (destination), subtracting the energy consumed E(n) of the driving section to which the motor driving mode is assigned (a driving section that is not at motor driving level EVL0) from the total energy Esum to calculate the total remaining energy Eevl0 remaining at the motor driving level EVL0, and when the total remaining energy Eevl0 is equal to or less than the remaining charge of the battery 40, assigning the CD mode to all driving sections, and when the total remaining energy Eevl0 is greater than the remaining charge of the battery 40, sorting the driving sections of the motor driving level EVL0 in order of lowest driving load, and assigning them to the CD mode in order of lowest driving load until the sum of the energy consumed En of the assigned driving sections exceeds the remaining charge of the battery 40, and assigning the remaining driving sections to the CS mode.

[0038] Then, the driving mode is controlled in accordance with the driving support plan (step S250), and it is determined whether or not the control end condition is satisfied (step S260). If it is determined that the control end 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 end condition is satisfied, the driving support control is terminated.

[0039] In the embodiment, map information, the vehicle's current position, and route guidance are displayed on the display device 66 using colors according to the motor running level EVL. FIG. 4 is an explanatory diagram showing an example of displaying map information and the vehicle's current position using hue, saturation, and brightness (display method) according to the motor running level EVL. In the figure, an area A1 is shown as an area of ​​the motor running level EVL5 (LEZ(7)) using, for example, a relatively dark transparent blue, and an area A2 is shown as an area of ​​the motor running level EVL3 (LEZ(1) to (6)) using, for example, a relatively light transparent blue. In this way, by displaying on the display device 66 using the hue, saturation, and brightness (display method) according to the motor running level EVL, the user can easily recognize the motor running level EVL.

[0040] In the hybrid vehicle 20 of the embodiment, when traveling through a traveling section where the motor traveling level is EVL4 or higher, a process (charging process) for increasing the charge ratio SOC of the battery 40 is executed before traveling through the traveling section where the motor traveling level is EVL4 or higher. Fig. 5 is a flowchart showing an example of a high motor traveling level section pre-travel process executed by the hybrid ECU 50.

[0041] When the high motor driving level section pre-travel processing is executed, the hybrid ECU 50 first acquires information on a planned or estimated travel route within a predetermined range from the current location (step S300), and determines whether or not the travel route includes a travel section with a motor driving level of EVL4 or higher (step S310). If it is determined that the travel route does not include a travel section with a motor driving level of EVL4 or higher, it determines that this processing is unnecessary and ends this processing.

[0042] When it is determined in step S310 that the driving route includes a driving section with a motor driving level of EVL4 or higher, the consumed energy Eev4 required to drive the driving section with a motor driving level of EVL4 or higher is calculated (step S320). Then, it is determined whether the calculated consumed energy Eev4 is greater than the remaining energy E(SOC) of the battery 40 converted from the charge storage rate SOC of the battery 40 (step S330). That is, it is determined whether the remaining charge of the battery 40 is sufficient to drive the driving section with a motor driving level of EVL4 or higher by motor driving. When it is determined that the consumed energy Eev4 is less than the remaining energy E(SOC) of the battery 40, it is determined that the remaining charge of the battery 40 is sufficient to drive the target driving section by motor driving and charging of the battery 40 is not necessary, and this process ends.

[0043] If it is determined in step S330 that the consumed energy Eev4 is greater than the remaining energy E(SOC) of the battery 40, charging of the battery 40 is requested (step S340), and this process ends. When charging of the battery 40 is requested, power from the engine EG is used to generate electricity by the motor MG when the vehicle reaches a predetermined distance (e.g., 1 km or 2 km) before the driving section at or above the motor driving level EVL4, and the generated electricity charges the battery 40. This makes it possible to more reliably drive the driving section at or above the motor driving level EVL4 by motor driving.

[0044] In the hybrid vehicle 20 of the embodiment described above, information on a planned or estimated driving route within a predetermined range from the current location is acquired, a motor driving mode is assigned to each driving section of the driving route in descending order of the motor driving level EVL set, a driving support plan is created, and the vehicle travels according to the driving support plan. This makes it possible to more reliably assign the motor driving mode to driving sections with high motor driving levels EVL, thereby enabling more reliable motor driving.

[0045] In the hybrid vehicle 20 of the embodiment, when a driving section where the motor driving level is equal to or higher than EVL4 exists, a process is executed to increase the charge storage ratio SOC of the battery 40 before traveling through the driving section. This allows the vehicle to travel through the driving section where the motor driving level is equal to or higher than EVL4 more reliably by motor driving.

[0046] In the hybrid vehicle 20 of the embodiment, the motor running level EVL4 in the region where the user wishes to run on the motor is set higher than the motor running level EVL3 of the LEZ (1) to (6) defined by the public institution, thereby making it possible to more reliably reflect the user's intention.

[0047] In the hybrid vehicle 20 of the embodiment, when a point set by the user as the home is planned or estimated as the destination, the driving support plan is created by setting the motor driving mode preferentially for the driving section leading to the home, and when the home is a waypoint on the way to the destination, the driving support plan is created based on the motor driving level for the driving section including the home. This allows for more appropriate response when returning home and when passing by the home.

[0048] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "electricity storage device", and the hybrid electronic control unit 50 corresponds to the "control device".

[0049] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0050] The present disclosure has been described above using embodiments, but the present disclosure is not limited to these embodiments in any way, and it goes without saying that the present disclosure can be embodied in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0051] The present disclosure is applicable to the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0052] 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 change switch, 38 battery actuator, 40 battery, 42 air conditioner electronic control unit (air conditioner ECU), 44 air conditioner 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 engine capable of outputting power for driving; A motor capable of outputting power for driving; a power storage device capable of exchanging power with the motor; a control device that, when controlling the engine and the motor by switching between a motor driving mode in which the vehicle runs using power from the motor while the engine is stopped and a normal driving mode in which the vehicle runs normally using power from the engine and power from the motor as necessary, executes driving assistance control for driving based on a driving assistance plan in which the motor driving mode or the normal driving mode is assigned to each driving section using information on each driving section of a planned or estimated driving route based on map information and a vehicle position; A hybrid vehicle comprising: The control device creates the driving assistance plan based on a plurality of motor driving levels set for each driving section. A hybrid vehicle characterized by:

2. 2. The hybrid vehicle according to claim 1, The control device charges the power storage device before traveling through a travel section where the motor traveling level is equal to or higher than a predetermined level. Hybrid car.

3. 2. The hybrid vehicle according to claim 1, the control device creates the driving assistance plan by preferentially setting the motor driving mode for a user-defined driving section that is defined by a user as a section on the driving route where motor driving should be performed. Hybrid car.

4. 2. The hybrid vehicle according to claim 1, the control device creates the driving assistance plan by preferentially setting the motor driving mode for an engine-set driving section that has been set by a public institution as a section on the driving route where motor driving should be performed. Hybrid car.

5. 5. A hybrid vehicle according to claim 4, the control device creates the driving assistance plan by setting the motor driving mode preferentially for a section that has been set by a public institution as a section in which the vehicle should be driven by a motor at a predetermined intensity or higher as the engine-set driving section, compared to the user-set driving section. Hybrid car.

6. 2. The hybrid vehicle according to claim 1, When a point set by a user as a home is planned or estimated as a destination, the control device creates the driving support plan by preferentially setting the motor driving mode for a driving section leading to the home, and when the home is a waypoint to the destination, creates the driving support plan based on the motor driving level for a driving section including the home. Hybrid car.

7. 2. The hybrid vehicle according to claim 1, a display device that displays the vehicle position and at least a part of the travel route together with the map information; The control device controls the display device to display the motor running level according to a display method based on the motor running level. Hybrid car.

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