Hybrid vehicle

Abstract

To reduce discomfort of a driver when changing a travel mode.SOLUTION: A controller of a hybrid vehicle holds, when a normal traveling mode is selected through operation of a mode changeover switch, the normal traveling mode till the lapse of a predetermined period of time even when switching to a motor traveling mode is requested based on a travel support plan. Thereby, discomfort of a driver due to a changeover to the motor traveling mode in a short time after switching to the normal traveling mode through the operation of the mode changeover switch can be reduced.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Conventionally, hybrid vehicles of this type have been proposed that switch between an electric motor mode for running solely on the electric motor, an engine mode for running solely on the engine, and a combined mode for running both in combination, depending on the mode switching vehicle speed (see, for example, Patent Document 1). In these hybrid vehicles, the mode switching vehicle speed is switched for each type of environment, such as urban areas, suburban areas, highways, tunnels, etc., allowing the vehicle to run in a way that suits 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] Such hybrid vehicles are often equipped with a mode selector switch that switches 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 the motor as needed, allowing the driver to freely select between driving in the motor driving mode and driving in the normal driving mode by operating the mode selector switch. Also proposed are hybrid vehicles that generate a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route in order to travel energy efficiently along the route, and switch the driving mode based on the driving assistance plan. If the driver switches from the normal driving mode to the motor driving mode by operating the mode selector switch while the vehicle is running in the motor driving mode, and then switches back to the motor driving mode again within a short period of time due to the driving assistance plan, the driver's intention when operating the switch may not be reflected, which may cause the driver to feel uncomfortable. Furthermore, if the driver refuses to switch to motor driving mode by operating the mode selector switch of the vehicle and then switches to motor driving mode due to a driving assistance plan or the like within a short period of time, the driver may feel uncomfortable being switched to motor driving mode despite the refusal to switch to motor driving mode.The same applies if the driver cancels the motor driving mode while driving in motor driving mode and then switches to motor driving mode due to a driving assistance plan or the like within a short period of time.

[0005] The hybrid vehicle of the present disclosure has a primary objective of reducing the sense of discomfort felt by the driver when switching between driving modes. [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] The first hybrid vehicle of the present disclosure is 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 mode selector switch for switching between a motor running mode in which the vehicle runs using power from the motor while the engine is stopped, and a normal running mode in which the vehicle runs using power from the engine and power from the motor as needed; a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and executes driving assistance control that controls the engine and the motor so that the vehicle travels based on the driving assistance plan; A hybrid vehicle comprising: when the mode is switched to the normal driving mode by operating the mode selector switch, the control device maintains the normal driving mode until a predetermined time has elapsed even if a request to switch to the motor driving mode is made based on the driving assistance plan. It is characterized by:

[0008] A first hybrid vehicle of the present disclosure includes an engine capable of outputting power for driving, a motor capable of outputting power for driving, an electric storage device capable of exchanging electric power with the motor, a mode selector switch that switches between a motor driving mode in which the vehicle is driven by power from the motor while the engine is stopped and a normal driving mode in which the vehicle is driven by power from the engine and a normal driving mode in which the vehicle is driven by power from the motor as needed, and a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route and executes driving assistance control that controls the engine and the motor to drive based on the driving assistance plan.When the mode selector switch is switched to the normal driving mode, the control device maintains the normal driving mode for a predetermined time even if a request to switch to the motor driving mode is made based on the driving assistance plan.This reduces the driver's discomfort when the vehicle is switched to the motor driving mode shortly after being switched to the normal driving mode by operating the mode selector switch.

[0009] The second hybrid vehicle of the present disclosure is 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 mode selector switch for switching between a motor running mode in which the vehicle runs using power from the motor while the engine is stopped, and a normal running mode in which the vehicle runs using power from the engine and power from the motor as needed; a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and executes driving assistance control that controls the engine and the motor so that the vehicle travels based on the driving assistance plan; A hybrid vehicle comprising: When an operation to switch to the motor driving mode is performed by operating the mode selector switch and the switching to the motor driving mode is rejected, or when the motor driving mode is canceled while the vehicle is traveling in the motor driving mode, the control device maintains the normal driving mode until a first predetermined time has elapsed even if a request to switch to the motor driving mode is made based on the driving assistance plan. It is characterized by:

[0010] A second hybrid vehicle of the present disclosure includes an engine capable of outputting power for driving, a motor capable of outputting power for driving, an electricity storage device capable of exchanging electric power with the motor, a mode selector switch that switches between a motor driving mode in which driving is performed using power from the motor while the engine is stopped and a normal driving mode in which driving is performed using power from the engine and power from the motor as needed, and a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route and executes driving assistance control that controls the engine and the motor to drive based on the driving assistance plan. When an operation to switch to the motor driving mode is performed by operating the mode selector switch but the switch to the motor driving mode is rejected, or when the motor driving mode is canceled while driving in the motor driving mode, the control device maintains the normal driving mode until a first predetermined time has elapsed, even if a request to switch to the motor driving mode is made based on the driving assistance plan. This reduces the sense of discomfort felt by the driver when the mode is switched to the motor driving mode in a short time after the switch to the motor driving mode has been rejected or after the motor driving mode has been cancelled.

[0011] In the second hybrid vehicle of the present disclosure, when the switching to the motor driving mode is rejected, the control device may provide a notification that the switching to the motor driving mode has been rejected for a second predetermined time that is shorter than the first predetermined time, and when the motor driving mode is canceled, the control device may provide a notification that the motor driving mode has been canceled for a second predetermined time that is shorter than the first predetermined time. This makes it possible to notify the driver of the rejection of the switching to the motor driving mode or the cancellation of the motor driving mode. [Brief explanation of the drawings]

[0012] [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. [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 driving support control according to a modified example. [Figure 4] 10 is a flowchart showing an example of a driving support control according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0013] 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 is equipped with an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment has two driving modes: 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 needed and the vehicle runs on power from the engine EG and the motor MG.

[0014] 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 motor running indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

[0015] 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.

[0016] The acceleration sensor 28 is a sensor that detects, for example, the acceleration in the longitudinal direction of the vehicle or the acceleration in the lateral 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 amount 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 and the like. The mode selector switch 36 is located near the steering wheel of the driver's seat and is a switch for switching between the motor driving mode and the normal driving mode. Basically, operating the mode selector switch 36 while in the motor driving mode switches to the normal driving mode, and operating the mode selector switch 36 while in the normal driving mode switches to the motor driving mode.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] When running in motor mode, 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. When running in hybrid mode, 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. 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.

[0022] 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.

[0023] 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.

[0024] 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. A motor running indicator 67, not shown, is incorporated into the installation panel in front of the driver's seat, and lights up when the vehicle is running on the motor and goes out when the vehicle is not running on the motor.

[0025] 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).

[0026] 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 stopover is set, the navigation system 80 sets a route based on the information about the destination and the stopover, information about the current location (current vehicle position) acquired via 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, elevations, and the like for each driving section.

[0027] When providing route guidance, the navigation system 80 generates look-ahead information, such as information on each driving section of the driving route and driving load information from the road traffic information management center 100 (or at predetermined intervals), and load information required for driving each driving section based on the vehicle's speed, driving power, and driving mode, and transmits the look-ahead information to the hybrid ECU 50. The look-ahead information may also include information on the vehicle itself, such as the vehicle's position, vehicle speed, driving power, and driving mode, current and future traffic congestion information, information on the current average vehicle speed and predicted future average vehicle speed for sections of the driving route, traffic regulations, weather information, road surface conditions, and map information. The map information may also include areas designated by municipalities where motor driving is required (motor driving areas). The navigation system 80 can also set a motor driving area by specifying an area, such as an area near the user's home, through user operation. The navigation system 80 transmits a signal to the hybrid ECU 50 indicating whether the host vehicle is in the motor driving range when the host vehicle is driving.

[0028] Next, an operation of the hybrid vehicle 20 configured as described above, particularly an operation when the vehicle is driven by driving support control, will be described. Fig. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This control is executed from when the ignition switch 21 is turned on to start the system until termination processing is performed.

[0029] When cruise assist control is executed, the hybrid ECU 50 first determines whether the look-ahead information has been updated (step S100). In this embodiment, the determination of whether the look-ahead information has been updated is made based on whether an update signal transmitted from the navigation system 80 when the look-ahead information is generated by the navigation system 80 has been received. If it is determined that the look-ahead information has been updated, the hybrid ECU 50 acquires information on a planned or estimated driving route within a predetermined range from the current location (step S110). The predetermined range can be 5 km, 10 km, 15 km, or the like. The planned driving route is a driving route planned by the navigation system 80 as route guidance from the current location to the destination when a destination is set, and the estimated driving route is a driving route estimated from the current location. In addition to the look-ahead information described above, the acquired information includes the presence or absence of a motor driving area, and if a motor driving area exists, the start and end points of the motor driving area. Then, based on the driving route information, the hybrid ECU 50 creates a driving assistance plan that assigns a motor driving mode or a normal driving mode to each driving section of the driving route (step S120), and starts execution of the created driving assistance plan (step S130). The driving assistance plan can be created by various allocations, such as assigning the motor driving mode to the driving sections of the driving route that belong to the motor driving area, assigning the motor driving mode to the driving sections that do not belong to the motor driving area in order of the least load on each driving section until the storage rate SOC of the battery 40 reaches a predetermined storage rate, and assigning the normal driving mode to the remaining driving sections.

[0030] When it is determined in step S100 that the look-ahead information has not been updated, or after the processes of steps S100 to S130 have been performed, the hybrid ECU 50 determines whether the vehicle is traveling in the motor traveling mode (step S140). When it is determined that the vehicle is traveling in the motor traveling mode, it determines whether the mode selector switch 36 has been operated by the driver (step S150). When it is determined that the mode selector switch 36 has been operated by the driver, that is, when it is determined that the mode selector switch 36 has been operated by the driver while the vehicle is traveling in the motor traveling mode, it switches the traveling mode to the normal traveling mode (step S160) and sets the flag Fm to the value 1 (step S170). The flag Fm has an initial value of 0, and is set to the value 1 when the driver operates the mode selector switch 36 to switch to the normal traveling mode, and is then set to the value 0 in step S210, which will be described later.

[0031] Next, the hybrid ECU 50 determines whether or not there is a request to switch to the motor driving mode based on the driving assistance plan (step S180). The request to switch to the motor driving mode is made when the vehicle is traveling in the normal driving mode and travels through a driving section to which the motor driving mode is assigned. If it is determined that there is a request to switch to the motor driving mode, it determines whether or not the flag Fm is set to value 1 (step S190). If it determines that the flag Fm is set to value 1, it determines whether or not a predetermined time has elapsed since the driver operated the mode selector switch 36 to switch to the normal driving mode (when the flag Fm was set to value 1) (step S200). Here, the predetermined time is a time that the driver does not feel particularly uncomfortable when the driver operates the mode selector switch 36 to switch from the motor driving mode to the normal driving mode and then switches back to the motor driving mode; for example, 5 seconds, 10 seconds, or 15 seconds can be used. If it is determined in step S200 that the predetermined time has elapsed, the flag Fm is set to a value of 0 (step S210), the driving mode is switched to the motor driving mode (step S220), and it is determined whether or not the control has ended (step S230). The determination of whether or not the control has ended is made when the vehicle arrives at the destination or when the ignition switch 21 is turned off. If it is determined that the control has not ended, the process returns to the process of step S100 in which it is determined whether or not the look-ahead information has been updated, and if it is determined that the control has ended, the driving assistance control is ended.

[0032] If the hybrid ECU 50 determines in step S200 that a predetermined time has not elapsed since the driver operated the mode selector switch 36 to switch to the normal driving mode (when the flag Fm was set to 1), it maintains the normal driving mode without switching the driving mode to the motor driving mode and determines whether or not to end the control (step S230). If it determines that the control has not been ended, it returns to step S100, and if it determines that the control has been ended, it ends the driving assist control. That is, the normal driving mode is maintained without switching to the motor driving mode until a predetermined time has elapsed since the driver operated the mode selector switch 36 to switch to the normal driving mode (when the flag Fm was set to 1). This reduces the discomfort felt by the driver when the mode is switched to the motor driving mode in a short time after the driver operated the mode selector switch 36 to switch to the normal driving mode.

[0033] When the hybrid ECU 50 determines in step S190 that the flag Fm is not set to the value 1 (is set to the value 0), it immediately switches the driving mode from the normal driving mode to the motor driving mode (step S220) and determines whether or not the control has ended (step S230). If it determines that the control has not ended, it returns to step S100, and if it determines that the control has ended, it ends the driving assistance control.

[0034] If the hybrid ECU 50 determines in step S180 that there is no request to switch to the motor driving mode, it maintains the driving mode at that time and determines whether or not the control has ended (step S230). If it determines that the control has not ended, it returns to step S100, and if it determines that the control has ended, it ends the driving assistance control.

[0035] When hybrid ECU 50 determines in step S140 that the vehicle is not traveling in motor traveling mode (that the vehicle is traveling in normal traveling mode), or when hybrid ECU 50 determines in step S140 that the vehicle is traveling in motor traveling mode but determines in step S150 that the driver has not operated mode changeover switch 36, hybrid ECU 50 maintains the traveling mode and performs processing from step S180 onwards.

[0036] In the hybrid vehicle 20 of the embodiment described above, when the driver operates the mode selector switch 36 to switch the driving mode to the normal driving mode while the vehicle is traveling in the motor driving mode, the normal driving mode is maintained until a predetermined time has elapsed, even if the motor driving mode is requested based on the driving assistance plan. This reduces the sense of discomfort felt by the driver when the mode selector switch 36 is operated by the driver to switch to the normal driving mode and then the mode is switched back to the motor driving mode in a short time.

[0037] In the hybrid vehicle 20 of this embodiment, when the driver operates the mode selector switch 36 to switch the driving mode to the normal driving mode while the vehicle is traveling in the motor driving mode, the normal driving mode is maintained until a predetermined time has elapsed. However, even if the driver operates the mode selector switch 36 to switch the driving mode to the motor driving mode while the vehicle is traveling in the normal driving mode, but the switch to the motor driving mode is rejected due to reasons on the system side, the normal driving mode may be maintained until a predetermined time has elapsed. Also, even if the motor driving mode is canceled and the vehicle is switched to the normal driving mode while traveling in the motor driving mode, the normal driving mode may be maintained until a predetermined time has elapsed. FIG. 3 shows an example of driving assistance control when the switch to the motor driving mode is rejected, and FIG. 4 shows an example of driving assistance control when the motor driving mode is canceled. These will be described in order below.

[0038] In the driving assistance control of FIG. 3, similar to steps S100 to S130 of the driving assistance control of FIG. 2, when the look-ahead information is updated (step S300), information on the planned or estimated driving route for a predetermined range from the current location is obtained (step S310), and a driving assistance plan is created that assigns a motor driving mode or a normal driving mode to each driving section of the driving route based on the driving route information (step S320), and execution of the created driving assistance plan is started (step S330).

[0039] Next, the hybrid ECU 50 determines whether the vehicle is traveling in the normal traveling mode (step S340). If it determines that the vehicle is traveling in the normal traveling mode, it determines whether the mode selector switch 36 has been operated by the driver (step S350). If it determines that the mode selector switch 36 has been operated by the driver, that is, if it determines that the mode selector switch 36 has been operated by the driver while the vehicle is traveling in the normal traveling mode, it determines whether the switch to the motor traveling mode has been rejected (step S360). The switch to the motor traveling mode is rejected due to an event that makes it difficult to perform motor traveling in the motor traveling mode, such as a catalyst warming-up state, a state of charge SOC of the battery 40 being equal to or lower than a predetermined value, a low temperature of the battery 40, a vehicle speed V being equal to or higher than a predetermined vehicle speed, or an accelerator opening Acc being equal to or higher than a predetermined opening. If it is determined that the switch to motor driving mode has been rejected, a caution is illuminated to inform the driver that the switch to motor driving mode has been rejected (step S380), and flag Fr is set to 1 (step S390). The caution is illuminated for a period shorter than a predetermined period (step S420) described below. Flag Fr is initially set to 0, and is set to 1 when the driver operates mode selector switch 36 to reject the switch to motor driving mode, and is then set to 0 in step S430 described below. If it is determined in step S360 that the switch to motor driving mode has not been rejected, the driving mode is switched from normal driving mode to motor driving mode (step S370).

[0040] Next, the hybrid ECU 50 determines whether or not there is a request to switch to the motor driving mode based on the driving assistance plan (step S400). If it determines that there is a request to switch to the motor driving mode, it determines whether or not the flag Fr is set to value 1 (step S410). If it determines that the flag Fr is set to value 1, it determines whether or not a predetermined time has elapsed since the driver's operation of the mode selector switch 36 was rejected to switch to the motor driving mode (step S420). Here, the predetermined time is a time that does not cause the driver to feel particularly uncomfortable when the driving assistance control switches to the motor driving mode after the rejection of the switch to the motor driving mode, and is longer than the illumination time of the caution signal in step S330. The predetermined time can be, for example, 5 seconds, 10 seconds, or 15 seconds. If it is determined in step S420 that the predetermined time has elapsed, the flag Fr is set to 0 (step S430), the driving mode is switched from normal driving mode to motor driving mode (step S440), and it is determined whether or not control has ended (step S450).If it is determined that control has not ended, the process returns to step S300, and if it is determined that control has ended, driving assistance control is terminated.

[0041] In this way, if the driver operates the mode selector switch 36 to attempt to switch the driving mode to the motor driving mode while driving in the normal driving mode, but the switch to the motor driving mode is rejected due to system reasons, the normal driving mode is maintained until a predetermined time has elapsed, even if the motor driving mode is requested based on the driving assistance plan. This reduces the sense of discomfort felt by the driver by switching to the motor driving mode within a short period of time after the switch to the motor driving mode is rejected based on the driver's operation of the mode selector switch 36. Furthermore, when the switch to the motor driving mode is rejected, a caution is illuminated, thereby informing the driver that the switch to the motor driving mode has been rejected. In this case, because the predetermined time is set longer than the caution illumination time, the switch to the motor driving mode in response to a request based on the driving assistance plan is made a certain amount of time after the caution notifying the driver that the switch to the motor driving mode has been rejected has ceased to be illuminated. This further reduces the sense of discomfort felt by the driver.

[0042] In the driving assistance control of FIG. 4, similar to steps S100 to S130 of the driving assistance control of FIG. 2, when the look-ahead information is updated (step S500), information on the planned or estimated driving route for a predetermined range from the current location is obtained (step S510), and a driving assistance plan is created that assigns a motor driving mode or a normal driving mode to each driving section of the driving route based on the driving route information (step S520), and execution of the created driving assistance plan is started (step S530).

[0043] Next, the hybrid ECU 50 determines whether the vehicle is running in the motor driving mode (step S540). If it determines that the vehicle is running in the motor driving mode, it determines whether a request to cancel the motor driving mode has been made (step S550). A request to cancel the motor driving mode is made due to an event that makes it difficult to continue the motor driving mode, such as when the battery 40's charge storage percentage SOC is equal to or less than a predetermined value, when the vehicle speed V is equal to or greater than a predetermined vehicle speed, or when the accelerator pedal position Acc is equal to or greater than a predetermined position. If it determines that a request to cancel the motor driving mode has been made, the hybrid ECU 50 switches the driving mode from the motor driving mode to the normal driving mode (step S560), turns on a caution indicator to notify the driver that the motor driving mode has been canceled (step S570), and sets the value of flag Fc to 1 (step S580). The caution indicator is kept on for a time shorter than a predetermined time (step S610) described below. The initial value of flag Fc is 0, and when the motor driving mode is canceled, the value is set to 1, and in step S620, which will be described later, the value is set to 0. If it is determined in step S550 that a request to cancel the motor driving mode has not been made, the normal driving mode is continued.

[0044] Next, the hybrid ECU 50 determines whether there is a request to switch to the motor driving mode based on the driving assistance plan (step S590). If it determines that there is a request to switch to the motor driving mode, it determines whether the flag Fc is set to value 1 (step S600). If it determines that the flag Fc is set to value 1, it determines whether a predetermined time has elapsed since the motor driving mode was canceled (step S610). Here, the predetermined time is a time that does not cause the driver to feel uncomfortable when the driving assistance control switches to the motor driving mode after the motor driving mode is canceled, and is longer than the time for which the caution signal is illuminated in step S570. The predetermined time can be, for example, 5 seconds, 10 seconds, or 15 seconds. If it is determined in step S610 that the predetermined time has elapsed, the flag Fc is set to 0 (step S620), the driving mode is switched from normal driving mode to motor driving mode (step S630), and it is determined whether or not control has ended (step S640).If it is determined that control has not ended, the process returns to step S300, and if it is determined that control has ended, driving assistance control is terminated.

[0045] In this way, when the motor driving mode is canceled while driving in the motor driving mode, the normal driving mode is maintained until the predetermined time has elapsed, even if the motor driving mode is requested based on the driving assistance plan. This reduces the sense of discomfort felt by the driver when the motor driving mode is switched back to the motor driving mode in a short time after being canceled. Furthermore, a caution light is illuminated when the motor driving mode is canceled, thereby informing the driver that the motor driving mode has been canceled. In this case, because the predetermined time is set longer than the caution light illumination time, the switch to the motor driving mode in response to a request for the motor driving mode based on the driving assistance plan is made a certain amount of time after the caution light notifying the driver that the motor driving mode has been canceled has ceased to illuminate. This further reduces the sense of discomfort felt by the driver.

[0046] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section 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," the mode selector switch 36 corresponds to the "mode selector switch," and the hybrid electronic control unit 50 corresponds to the "control device."

[0047] 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.

[0048] Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be embodied in various forms without departing from the spirit of the present disclosure. [Industrial Applicability]

[0049] The present disclosure is applicable to the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0050] 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 Motor running 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 mode selector switch for switching between a motor running mode in which the vehicle runs using power from the motor while the engine is stopped, and a normal running mode in which the vehicle runs using power from the engine and power from the motor as needed; a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and executes driving assistance control that controls the engine and the motor so that the vehicle travels based on the driving assistance plan; A hybrid vehicle comprising: when the mode is switched to the normal driving mode by operating the mode selector switch, the control device maintains the normal driving mode until a predetermined time has elapsed even if a request to switch to the motor driving mode is made based on the driving assistance plan. A hybrid vehicle characterized by

2. 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 mode selector switch for switching between a motor running mode in which the vehicle runs using power from the motor while the engine is stopped, and a normal running mode in which the vehicle runs using power from the engine and power from the motor as needed; a control device that creates a driving assistance plan that assigns the motor driving mode and the normal driving mode to each driving section of a set or estimated driving route, and executes driving assistance control that controls the engine and the motor so that the vehicle travels based on the driving assistance plan; A hybrid vehicle comprising: When an operation to switch to the motor driving mode is performed by operating the mode selector switch and the switching to the motor driving mode is rejected, or when the motor driving mode is canceled while the vehicle is traveling in the motor driving mode, the control device maintains the normal driving mode until a first predetermined time has elapsed even if a request to switch to the motor driving mode is made based on the driving assistance plan. A hybrid vehicle characterized by

3. 3. The hybrid vehicle according to claim 2, When the switching to the motor running mode is rejected, the control device issues a notification that the switching to the motor running mode has been rejected for a second predetermined time period that is shorter than the first predetermined time period. Hybrid car.

4. 3. The hybrid vehicle according to claim 2, When the motor running mode is canceled, the control device notifies the driver that the motor running mode has been canceled for a second predetermined time period that is shorter than the first predetermined time period. Hybrid car.

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