Hybrid vehicle driving assistance control device

Abstract

To generate a better suitable travel support plan as countermeasure even in a case where a travel route includes an area for which information necessary for generating a travel support plan is unavailable.SOLUTION: A travel support apparatus generates, for a travel, a travel support plan in which either of travel modes including a CD mode and a CS mode allocated to individual travel sections on the basis of read-in-advance information generated for a travel route, and computes a cumulative distance of a travel-on-electricity in the travel route. In a case where the travel route includes an information-unavailable area for which information necessary for generating the read-in-advance information is unavailable, the travel support apparatus generates a travel support plan for a travel section immediately before the information-unavailable area and computes a cumulative distance of the travel-on-electricity in the travel route. In a case where a vehicle itself travels in the information-unavailable area, the travel support apparatus stops switching the travel modes under the travel support control, while continuing to compute the cumulative distance of the travel-on-electricity in the travel route.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a driving assistance control device for a hybrid vehicle, and more particularly to a driving assistance control device for a hybrid vehicle that generates a driving assistance plan in which driving modes are assigned to driving routes and drives the vehicle accordingly. [Background technology]

[0002] Conventionally, as a driving assistance control device for this type of hybrid vehicle, one has been proposed that selects either an electric driving mode (EV mode) or a hybrid driving mode (HV mode) for each section of a driving route from a current location to a destination, excluding one or more sections before the destination (see, for example, Patent Document 1). This device makes it possible to further reduce the running costs of the hybrid vehicle as a whole through the above control. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-151760 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned hybrid vehicle, when the driving route from the current location to the destination crosses countries, states, or provinces, and includes countries, states, or provinces from which the information necessary to generate a driving support plan cannot be obtained, it becomes impossible to create an appropriate driving support plan as a whole, and it becomes difficult to know what to do.

[0005] The main objective of the driving assistance control device for a hybrid vehicle of the present invention is to generate a more appropriate driving assistance plan even when the driving route includes an area where the information necessary to generate a driving assistance plan cannot be obtained. [Means for solving the problem]

[0006] The hybrid vehicle driving assistance control device of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The hybrid vehicle driving assistance control device of the present invention comprises: A driving assistance control device for a hybrid vehicle, comprising an engine, a motor, a battery, and a navigation system that provides route guidance for a driving route from a current location to a destination, the driving assistance control device generating a driving assistance plan in which one of a driving mode including a CD mode and a CS mode is assigned to each driving section of the driving route based on look-ahead information generated for the driving route, and executing driving assistance control for driving in accordance with the driving assistance plan, and calculating an accumulated distance of electric driving on the driving route as one of the effects of the driving assistance control, When an information unavailable area exists on the driving route from the current location to the destination, where information necessary for generating the look-ahead information cannot be obtained, a driving assistance plan is generated for the driving section from the current location to just before the information unavailable area, and an accumulated distance of electric driving on the driving route is calculated; when the vehicle is driving in the information unavailable area, switching of the driving mode by driving assistance control is stopped, but the calculation of the accumulated distance of electric driving on the driving route is continued. It is characterized by:

[0008] In the hybrid vehicle driving support control device of the present invention, a driving support plan is generated in which one of driving modes including CD mode and CS mode is assigned to each driving section of the driving route based on the look-ahead information generated for the driving route, and driving support control is executed to drive according to the driving support plan, and the accumulated distance of electric driving on the driving route is calculated as one of the effects of the driving support control. When an information unacceptable area in which information necessary for generating the look-ahead information cannot be obtained is present on the driving route from the current location to the destination, a driving support plan is generated for the driving section from the current location to just before the information unacceptable area, and the accumulated distance of electric driving on the driving route is calculated, and when the vehicle travels in the information unacceptable area, the switching of the driving mode by the driving support control is stopped, and the calculation of the accumulated distance of electric driving on the driving route is continued. As a result, even when the driving route includes an area in which information necessary for generating the driving support plan cannot be obtained, a more appropriate driving support plan can be generated and dealt with. Information acquireable areas and information unacceptable areas in which information necessary for generating the look-ahead information can be obtained are often determined by a country, a state, a province, or the like.

[0009] In the hybrid vehicle driving support device of the present invention, when the current location is in the information unavailable area, a driving support plan may be generated for each driving section from the driving section outside the information unavailable area to the destination, thereby making it possible to generate a more appropriate driving support plan for each driving section from the driving section immediately after the information unavailable area to the destination.

[0010] In addition, in the hybrid vehicle driving support control device of the present invention, when the current location is in the information unavailable area, the driving support control may not be executed until the current location is outside the information unavailable area. In this way, unnecessary execution of the driving support control can be suppressed.

[0011] In the hybrid vehicle driving assistance device of the present invention, when the destination is in the information unavailable area, a driving assistance plan may be generated for each driving section from the current location to the driving section immediately preceding the information unavailable area, thereby making it possible to generate a more appropriate driving assistance plan for each driving section from the current location to the driving section immediately preceding the information unavailable area.

[0012] In the hybrid vehicle driving assistance control device of the present invention, when the host vehicle travels from within the information unavailable area to outside the information unavailable area, a driving assistance plan may be generated for each driving section from the driving section outside the information unavailable area to the destination. In this way, a more appropriate driving assistance plan can be generated after the host vehicle returns from within the information unavailable area to outside the information unavailable area.

[0013] In the hybrid vehicle cruise assist control device of the present invention, when the vehicle enters the information unavailable area while the cruise assist control is being executed, the switching of the driving mode by the cruise assist control may be stopped, but the calculation of the cumulative electric driving distance on the driving route may be continued. In this way, the cumulative electric driving distance can be calculated over the entire driving route.

[0014] The hybrid vehicle cruise assist control device of the present invention may be configured to notify the driver of the accumulated distance of electric driving on the travel route when the vehicle arrives at the destination. That is, the accumulated distance of electric driving on the travel route is notified regardless of whether the destination is in an information unavailable area. In this way, the driver or the like can be notified of the accumulated distance of electric driving on the travel route as one of the effects of the cruise assist control, regardless of whether the vehicle travels in an information unavailable area and regardless of whether the destination is in an information unavailable area.

[0015] In the driving assistance control device for a hybrid vehicle of the present invention, when the vehicle travels in an information unavailable area, the vehicle may switch between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and battery charge rate. In addition, the vehicle may travel in the information unavailable area in CD mode until the battery charge rate reaches a threshold, and then travel in CS mode. Alternatively, the vehicle may travel in the information unavailable area in CS mode. [Brief description of the drawings]

[0016] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of a driving assistance control device for a hybrid vehicle 20 as an embodiment of the present invention, with a hybrid ECU 50 at the center as a block. [Diagram 2] 4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50. [Diagram 3] 4 is a flowchart showing an example of a driving support plan creation process executed by a hybrid ECU 50. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Next, a mode for carrying out the present invention will be described using an embodiment. FIG. 1 is a block diagram showing an example of the configuration of a driving assistance control device of a hybrid vehicle 20 as an embodiment of the present invention, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. The electronic control unit 50 corresponds to the driving assistance control device. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as a power source. The hybrid vehicle 20 of the embodiment runs by switching between 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 in combination so as to maintain the storage ratio SOC of the battery 40 at a target ratio. The electric driving mode is a mode in which the vehicle runs only with power from the motor MG while the operation of the engine EG is stopped, and the hybrid driving mode is a mode in which the vehicle runs with power from the engine EG and power from the motor MG by operating the engine EG.

[0018] 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 the 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.

[0019] 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.

[0020] 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 and the like. The mode change switch 36 is disposed near the steering wheel of the driver's seat and is a switch for changing over between the CD mode and the CS mode.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] During electric running, 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. During hybrid running, 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. In addition, 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.

[0026] 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.

[0027] 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 control device 64 is configured as, for example, a hydraulically driven friction brake.

[0028] The display device 66 is, for example, built into an installation panel in front of the driver's seat, and displays various information. 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.

[0029] 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 future average vehicle speed in a section on 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).

[0030] 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 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 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.

[0031] When performing route guidance, the navigation system 80 generates, as look-ahead information, information on each traveling section in the traveling route and information on the traveling load among the road traffic information acquired from the traffic information management center 100 (or at predetermined time intervals), and load information required for traveling each traveling section based on the vehicle's speed, the vehicle's traveling power, the vehicle's traveling mode, etc., 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, traveling power, and traveling mode, information on current and future traffic congestion, information on the current average vehicle speed and predicted future average vehicle speed in sections on the traveling route, information on traffic regulations, information on weather, information on road surface conditions, information on maps, and the like.

[0032] The operation of the hybrid vehicle 20 thus configured will be described below. 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.

[0033] In the driving support control, first, it is determined whether or not the driving support control can be executed (step S100). As described above, the driving support control is a control in which, when a route from a current location to a destination is set by the navigation system 80, either the CD mode or the CS mode is assigned to the driving mode of each section of the route, and the vehicle travels. Therefore, when the destination is not set, the driving support control cannot be executed. In addition, when the route cannot be guided well, such as when an abnormality occurs in the navigation system 80 or the GPS 22, the 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 the vehicle is traveling in the CD mode, the engine EG may be started frequently, and the vehicle cannot travel in the CD mode appropriately. In step S100, it is determined whether or not the driving support control can be executed due to these circumstances. When it is determined in step S100 that the driving support control cannot be executed, the vehicle waits until the driving support control can be executed.

[0034] When it is determined in step S100 that the driving support control can be executed, it is determined whether or not the driving route from the current location to the destination includes an information unavailable area where it is not possible to acquire information required to generate the look-ahead information (step S110). The information unavailable area can be determined by, for example, a country, a state, or a province. When it is determined that the driving route does not include an information unavailable area, it is determined whether or not the look-ahead information transmitted from the navigation system 80 has been updated (step S170). When the processing of this step S170 is performed for the first time after the driving support control is executed, the look-ahead information has not been updated, but it is treated as having been updated because of the need to generate a driving support plan. When it is determined that the look-ahead information has been updated, the look-ahead information is acquired (step S180), and a driving support plan creation process is executed to create a driving support plan (step S190). An example of the driving support plan creation process is shown in FIG. 3.

[0035] In the driving support plan creation process of FIG. 3, first, the energy consumption E(n) of each driving section of the driving route from the current location to the control end section (destination) and the total energy Esum as the sum of the energy consumption E(n) of each driving section are calculated (step S400). The energy consumption E(n) of each driving section can be determined based on criteria such as whether the driving section is in an urban area, a suburban area, or a mountainous area. Next, the air conditioner consumption energy Eac is calculated (step S410). In the embodiment, the air conditioner consumption energy Eac is calculated by multiplying the power consumption of the air conditioner at that time, a predetermined power consumption, the maximum power consumption of the air conditioner, etc. by a predetermined time (the time required to drive 10 km or 15 km). Then, it is determined whether the total energy Esum plus the air conditioner consumption energy Eac is greater than the remaining amount of the battery 40 (step S420). The remaining amount of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the power storage ratio SOC. If it is determined that the total energy Esum plus the air conditioner consumed energy Eac is equal to or less than the remaining charge of the battery 40, the CD mode is assigned to all travel sections (step S430). If it is determined that the total energy Esum plus the air conditioner consumed energy Eac is greater than the remaining charge of the battery 40, the travel sections are rearranged in order of lowest road load (average load within the section) (step S440), and the travel sections are assigned to the CD mode in order of lowest road load until the sum of the consumed energy En of the assigned travel sections exceeds the remaining charge of the battery 40, and the remaining travel sections are assigned to the CS mode (step S450). That is, the CD mode and the CS mode are assigned to the travel route on the condition that the total energy Esum plus the air conditioner consumed energy Eac is greater than the remaining charge of the battery 40.

[0036] Returning to the description of the driving support control in Fig. 2, when the driving support plan is created in this way, the driving mode is controlled in accordance with the driving support plan, and the effect of the driving support control (control effect) is accumulated (step S200). Examples of the control effect include the driving distance and driving time by motor driving during driving support control, and the driving distance and driving time by hybrid driving. The accumulated control effect is stored in a flash memory (not shown) of the hybrid ECU 50.

[0037] Next, it is determined whether the destination has been reached (step S220), and when it is determined that the destination has been reached, the control effect is displayed (step S230). The control effect can be displayed, for example, by displaying "Motor driving xx km, Hybrid driving xx km" on the display device 66 incorporated in the installation panel in front of the driver's seat.

[0038] When it is determined in step S220 that the destination has not been reached, or after it is determined that the destination has been reached and the control effect has been displayed, it is determined whether or not the end condition of the driving support control is satisfied (step S240). Examples of the end condition of the driving support control include when the destination has been reached, when the remaining amount of the battery 40 has changed due to charging, and when an operation to end the driving support control is performed by the driver or the like. When it is determined that the end condition of the driving support control is not satisfied, the process returns to the process of determining whether or not the driving support control can be executed in step S100. When it is determined that the end condition of the driving support control is satisfied, the control effect is cleared (step S250) and the driving support control is terminated. Note that when the remaining amount of the battery 40 has changed due to charging, the driving support control is terminated, but when a new driving support control is to be started, this routine is executed again.

[0039] When it is determined in step S110 that the travel route includes an information unavailable area, it is determined whether the vehicle is traveling in the information unavailable area (step S120). When it is determined that the vehicle is not traveling in the information unavailable area, it is determined whether the vehicle is traveling ahead of the information unavailable area (step S130), and whether the vehicle is traveling behind the information unavailable area (step S150). When it is determined that the vehicle is traveling ahead of the information unavailable area, the travel section immediately before the information unavailable area is set as the control end section (step S140), and the processes of steps S170 to S200 and S220 to S250 are executed. On the other hand, when the vehicle is traveling behind the information unavailable area, the travel section ending at the destination is set as the control end section (step S160), and the processes of steps S170 to S200 and S220 to S250 are executed.

[0040] When it is determined in step S210 that the vehicle is traveling in an area where information cannot be acquired, the vehicle switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage rate SOC of the battery 40, and the effect of the driving assistance control (control effect) is accumulated (step S210), and processing from step S220 onwards is performed.

[0041] Consider a case where the current location is outside the information unavailable area and the destination is within the information unavailable area. In this case, a driving support plan is generated for the driving section from the current location to the driving section immediately before the information unavailable area, and the driving mode is switched according to the generated driving support plan to drive, and the effect of the driving support control (the accumulated distance of electric driving and the accumulated distance of hybrid driving, etc.) is calculated and stored. When the vehicle reaches the information unavailable area, the vehicle drives to the destination by switching between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage ratio SOC of the battery 40, but the effect of the driving support control is continuously calculated and stored. Then, when the vehicle arrives at the destination, the effect of the driving support control is displayed on the display device 66 as "motor driving xx km, hybrid driving xx km", etc.

[0042] Next, consider the case where the current location is within the information unavailable area and the destination is outside the information unavailable area. In this case, when the vehicle is traveling in an area from the current location to outside the information unavailable area, the vehicle switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage rate SOC of the battery 40, and the effects of the driving support control (such as the accumulated distance of electric driving and the accumulated distance of hybrid driving) are calculated and stored. When the vehicle reaches the information unavailable area, a driving support plan is generated for the driving section from the point where the vehicle reaches the information unavailable area to the destination, and the driving mode is switched according to the generated driving support plan, while the effects of the driving support control are continuously calculated and stored. Then, when the vehicle arrives at the destination, the effects of the driving support control are displayed on the display device 66 as "motor driving xx km, hybrid driving xx km", etc.

[0043] Furthermore, consider a case where an information unavailable area exists on the way from the current location to the destination. In this case, since the current location is outside the information unavailable area, a driving support plan is generated for the driving section from the current location to the driving section immediately before the information unavailable area, and the driving mode is switched according to the generated driving support plan, and the effect of the driving support control (such as the accumulated distance of electric driving and the accumulated distance of hybrid driving) is calculated and stored. When the vehicle reaches the information unavailable area, the vehicle switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage ratio SOC of the battery 40, but the effect of the driving support control is continuously calculated and stored. When the vehicle reaches the information unavailable area, a driving support plan is generated for the driving section from the point where the vehicle reaches the information unavailable area to the destination, and the vehicle switches the driving mode according to the generated driving support plan, and the effect of the driving support control is continuously calculated and stored. Then, when the vehicle arrives at the destination, the effect of the driving support control is displayed and output on the display device 66 as "motor driving xx km, hybrid driving xx km", etc.

[0044] In the driving support control device of the hybrid vehicle 20 of the embodiment described above, when the current location is outside the information unavailable area and the destination is within the information unavailable area, first, a driving support plan is generated for the driving section from the current location immediately before the information unavailable area, and the driving mode is switched according to the generated driving support plan to drive, and the effect of the driving support control (the accumulated distance of electric driving and the accumulated distance of hybrid driving, etc.) is calculated and stored. Next, when the vehicle reaches the information unavailable area, the driving mode is switched between electric driving and hybrid driving based on the accelerator opening, the vehicle speed, and the charge storage ratio SOC of the battery 40 to the destination, but the effect of the driving support control is continuously calculated and stored. Then, when the vehicle arrives at the destination, the effect of the driving support control is displayed and output on the display device 66. This makes it possible to generate a more appropriate driving support plan for the driving section from the current location to the driving section immediately before the information unavailable area.

[0045] In addition, in the driving support control device of the hybrid vehicle 20 of the embodiment, when the current location is within the information unavailable area and the destination is outside the information unavailable area, first, the vehicle switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage rate SOC of the battery 40 in the area from the current location to the information unavailable area, and calculates and stores the effect of the driving support control (the accumulated distance of electric driving and the accumulated distance of hybrid driving, etc.). Next, when the vehicle reaches the information unavailable area, a driving support plan is generated for the driving section from the point where the vehicle reaches the information unavailable area to the destination, and the driving mode is switched according to the generated driving support plan, and the effect of the driving support control is continuously calculated and stored. Then, when the vehicle arrives at the destination, the effect of the driving support control is displayed and output on the display device 66. This makes it possible to generate a driving support plan that is more appropriate for the driving section from the point where the vehicle reaches the information unavailable area to the destination.

[0046] Furthermore, in the driving support control device of the hybrid vehicle 20 of the embodiment, when there is an information unavailable area on the way from the current location to the destination, first, a driving support plan is generated for the driving section from the current location to the driving section immediately before the information unavailable area, and the driving mode is switched according to the generated driving support plan, and the effect of the driving support control (such as the accumulated distance of electric driving and the accumulated distance of hybrid driving) is calculated and stored. Next, when the vehicle travels in the information unavailable area, the driving support control switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage ratio SOC of the battery 40, and the effect of the driving support control is continuously calculated and stored. Next, when the vehicle reaches the outside of the information unavailable area, a driving support plan is generated for the driving section from the point where the vehicle reaches the outside of the information unavailable area to the destination, and the driving mode is switched according to the generated driving support plan, and the effect of the driving support control is continuously calculated and stored. Then, when the vehicle arrives at the destination, the effect of the driving support control is displayed and output on the display device 66. This makes it possible to generate a more appropriate driving support plan for the driving sections of the area on the driving route from the current location to the destination, excluding areas where information cannot be acquired.

[0047] As a result of the above, the driving assistance control device of the hybrid vehicle 20 of the embodiment can generate a more appropriate driving assistance plan even when the driving route includes an area where the information necessary to generate a driving assistance plan cannot be obtained.

[0048] In the driving assistance control device of the hybrid vehicle 20 of the embodiment, when the vehicle travels in an information unavailable area, the vehicle travels by switching between electric driving and hybrid driving based on the accelerator opening, the vehicle speed, and the power storage ratio SOC of the battery 40. However, when the vehicle travels in an information unavailable area, the vehicle may travel in CD mode until the power storage ratio SOC of the battery 40 reaches a threshold value, and then travel in CS mode, or continue to travel in CS mode.

[0049] The driving assistance control device of the hybrid vehicle 20 in the embodiment deals with the case where there is only one information unavailable area, such as the case where the current location is in an information unavailable area, the case where the destination is in an information unavailable area, the case where there is an information unavailable area on the driving route from the current location to the destination, etc. However, it may also deal with the case where there are two or more information unavailable areas in the same way.

[0050] In the driving support control device of the hybrid vehicle 20 of the embodiment, when the current location is within an information unavailable area, the vehicle switches between electric driving and hybrid driving based on the accelerator opening, vehicle speed, and the charge storage rate SOC of the battery 40 in the area from the current location to outside the information unavailable area, and the effect of the driving support control is calculated and stored. However, when the current location is within the information unavailable area, the driving support control may not be executed until the vehicle leaves the information unavailable area. Even in this case, it is preferable to calculate and store the effect of the driving support control.

[0051] In the hybrid vehicle 20 of the embodiment, the navigation system 80 sets a driving route from the current location to the destination using the map information database 84 based on the information on the current location and the information on the destination, but the driving route from the current location to the destination may be set in cooperation with the traffic information management center 100. That is, the navigation system 80 may set a driving route by transmitting the information on the current location and the information on the destination to the traffic information management center 100 and receiving from the traffic information management center 100 a driving route set by the traffic information management center 100 based on the information on the current location and the information on the destination.

[0052] The correspondence 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 "battery", and the hybrid ECU 50 corresponds to the "drive assistance control device".

[0053] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0054] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0055] The present invention can be used in the manufacturing industry of driving assistance control devices for hybrid automobiles. [Explanation of symbols]

[0056] 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. A driving assistance control device for a hybrid vehicle, comprising an engine, a motor, a battery, and a navigation system that provides route guidance for a driving route from a current location to a destination, the driving assistance control device generating a driving assistance plan in which a driving mode including a CD mode or a CS mode is assigned to each driving section of the driving route based on look-ahead information generated for the driving route, and executing driving assistance control for driving in accordance with the driving assistance plan, and calculating an accumulated distance of electric driving on the driving route as one of the effects of the driving assistance control, When an information unavailable area exists on the driving route from the current location to the destination, where information necessary for generating the look-ahead information cannot be obtained, a driving assistance plan is generated for the driving section from the current location to just before the information unavailable area, and an accumulated distance of electric driving on the driving route is calculated; when the vehicle is driving in the information unavailable area, switching of the driving mode by driving assistance control is stopped, but the calculation of the accumulated distance of electric driving on the driving route is continued. A hybrid vehicle driving assistance control device comprising:

2. 2. The hybrid vehicle driving support device according to claim 1, When the current location is in the information unavailable area, a driving support plan is generated for each driving section from the driving section outside the information unavailable area to the destination. A driving assistance control device for hybrid vehicles.

3. 2. The hybrid vehicle driving assistance control device according to claim 1, When the current location is within the information unavailable area, the driving support control is not executed until the current location is outside the information unavailable area. A driving assistance control device for hybrid vehicles.

4. 2. The hybrid vehicle driving support device according to claim 1, when the destination is in the information unavailable area, a driving support plan is generated for each driving section from the current location to the driving section immediately preceding the information unavailable area; A driving assistance control device for hybrid vehicles.

5. 2. The hybrid vehicle driving assistance control device according to claim 1, when the vehicle travels from within the information unavailable area to outside the information unavailable area, a travel support plan is generated for each travel section from the travel section outside the information unavailable area to the destination. A driving assistance control device for hybrid vehicles.

6. 2. The hybrid vehicle driving assistance control device according to claim 1, When the host vehicle enters the information unavailable area while the driving support control is being executed, the switching of the driving mode by the driving support control is stopped, and the calculation of the accumulated distance of the electric driving on the driving route is continued. A driving assistance control device for hybrid vehicles.

7. A hybrid vehicle driving support device according to any one of claims 1 to 6, When the vehicle arrives at the destination, the accumulated distance traveled by electric power on the travel route is notified. A driving assistance control device for hybrid vehicles.

8. A hybrid vehicle driving support device according to any one of claims 1 to 6, When the vehicle is traveling in an area where information cannot be acquired, the vehicle will switch between electric and hybrid driving based on the accelerator opening, vehicle speed, and battery charge ratio. A driving assistance control device for hybrid vehicles.

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