Hybrid Vehicles

Abstract

To provide a hybrid vehicle which can avoid accumulation of a travel load in a state where it tows other vehicle as much as possible.SOLUTION: A hybrid vehicle includes a power storage device, an internal combustion engine, and a control device 2 for storing information indicating a travel load when the hybrid vehicle travels. When such a travel distance that a value obtained by subtracting estimated travel power on the basis of gradient information of a map from travel power requiring when the hybrid vehicle travels exceeds a first threshold exceeds a second threshold, the control device 2 stops storage of the information indicating the travel load.SELECTED DRAWING: Figure 5

Description

[Technical field]

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

[0002] 2. Description of the Related Art Conventionally, there has been known a technique for learning a past driving pattern of a vehicle and providing driving assistance for the vehicle using the learned driving pattern.

[0003] For example, the road load information learning system described in Patent Document 1 determines the current position of the vehicle based on road map information when the vehicle is traveling on a road, estimates road load information for the road at the current position, and learns and stores the road load information in association with the current position. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2005-035533 A Summary of the Invention [Problem to be solved by the invention]

[0005] Systems such as that described in Patent Document 1 may accumulate the driving load when the vehicle is towing another vehicle. When the vehicle is not towing another vehicle and travels on the same road, this system uses the accumulated driving load during towing to assist the vehicle's travel. As a result, the vehicle's driving assistance is impaired.

[0006] Therefore, an object of the present disclosure is to provide a hybrid vehicle that can avoid, as much as possible, the accumulation of running load when towing another vehicle. [Means for solving the problem]

[0007] The hybrid vehicle of the present disclosure includes an electric storage device, an internal combustion engine, and a control device that stores information representing a running load when the hybrid vehicle runs. When a running distance in which a value obtained by subtracting an estimated running power based on the running speed of the hybrid vehicle and gradient information of a map from the running power required when the hybrid vehicle runs exceeds a first threshold value, the control device stops storing the information representing the running load.

[0008] As a result, when the distance traveled such that the value obtained by subtracting the estimated driving power based on map gradient information from the driving power required when driving exceeds a first threshold value, the hybrid vehicle can determine that it is towing another vehicle and stop storing information representing the driving load.

[0009] Preferably, each time a section is traveled, if the value obtained by subtracting the average driving speed when traveling through the section and the estimated driving power calculated from the average driving power required when traveling through the section and gradient information of the map of the section exceeds a first threshold, the control device updates the evaluated driving distance by adding the distance of the section to the evaluated driving distance, and if the evaluated driving distance exceeds a second threshold, the control device does not store information representing the driving load of the section, and if the evaluated driving distance is equal to or less than the second threshold, stores information representing the driving load of the section.

[0010] This enables the hybrid vehicle to determine the deviation between the driving power required for traveling for each section and the estimated driving power, and to determine whether or not it is towing another vehicle based on the distance of one or more sections where the deviation is large.

[0011] Preferably, each time a section is traveled, if the value obtained by subtracting the average driving power required when traveling the section from the estimated driving power calculated from the average driving speed when traveling the section and gradient information of the map of the section exceeds a first threshold, the control device updates the evaluated driving distance by adding the distance of the section to the evaluated driving distance, and when the evaluated driving distance exceeds a second threshold, does not store information representing the driving load of the section and all sections following the section, and stores information representing the driving load of the section when the evaluated driving distance is equal to or less than the second threshold.

[0012] As a result, since the hybrid vehicle may continue to tow another vehicle even after it is determined that the hybrid vehicle is towing another vehicle, storage of information representing the running load can be stopped.

[0013] Preferably, when the evaluation travel distance exceeds a second threshold value, the control device deletes the stored information representing the travel load of all sections preceding the section.

[0014] As a result, since the hybrid vehicle may have been towing another vehicle even before it is determined that the hybrid vehicle is towing another vehicle, the stored information representing the running load can be deleted.

[0015] Preferably, each time a section is traveled, if the value obtained by subtracting the average driving speed when traveling through the section and the estimated driving power calculated from the gradient information of the map of the section from the average driving power required when traveling through the section exceeds a first threshold value, the control device updates the evaluated driving distance by adding the distance of the section to the evaluated driving distance and stores information representing the driving load of the section.

[0016] When the evaluation travel distance exceeds the second threshold value after the travel ends or after the ignition is turned off, the control device deletes the information representing the travel load for the entire traveled section.

[0017] This allows the hybrid vehicle to determine whether or not it is towing another vehicle after traveling the entire distance, and if it determines that it is towing another vehicle, it can delete the stored information representing the traveling load.

[0018] Preferably, the control device updates the evaluated travel distance only when the gradient based on gradient information on the map of the section is within a certain range.

[0019] This allows the hybrid vehicle to avoid updating the evaluated traveling distance based on the discrepancy between the traveling power required for traveling and the estimated traveling power when the gradient at which calculation accuracy decreases is large.

[0020] Preferably, each time one section is traveled, if the value obtained by subtracting the average driving power required for traveling in the section when the accelerator opening is below a certain value and the brakes are not being operated from the average driving speed when traveling when the accelerator opening is below a certain value and the brakes are not being operated and the estimated driving power calculated from the gradient information of the map for the section exceeds a first threshold value, the control device updates the evaluated driving distance by adding the distance of the section to the evaluated driving distance.

[0021] This allows the hybrid vehicle to determine with high accuracy whether or not it is towing another vehicle by using the discrepancy between the running power required for running when accelerating or decelerating significantly and the estimated running power.

[0022] Preferably, the second threshold value when the traveled section includes an expressway is smaller than the second threshold value when the traveled section does not include an expressway.

[0023] When traveling on an expressway, the gradient is gentle and acceleration / deceleration is small, so the reliability of the running power and estimated running power is high, and the second threshold value TH2, which is compared with the evaluated traveling distance, can be made small.

[0024] Preferably, the hybrid vehicle further includes a running load database storing a plurality of records each including running load data for a section and a number of times the section is passed through. The control device updates the running load data for the section stored in the running load database by weighting and adding the stored information representing the running load for the section and the running load data for the section stored in the running load database based on the number of times the section is passed through.

[0025] This enables the hybrid vehicle to update the running load data stored in the running load database using information representing the running load of the stored section and the number of times the section has been passed through, which is stored in the running load database.

[0026] Preferably, the control device updates the evaluation travel distance only when the number of times the vehicle has passed through the section stored in the travel load database is equal to or less than a certain value.

[0027] For links that are passed through many times, even if the information representing the road load obtained this time is low in accuracy, the road load data in the road load database is not significantly changed by updating using the information representing the road load obtained this time. When the number of passes exceeds a certain value, the process can be simplified by not updating the evaluation travel distance.

[0028] Preferably, when the number of times a section stored in the driving load database has been passed through exceeds a certain value, the control device stores information representing the driving load of the section, regardless of the average value of the driving power required when traveling through the section and the magnitude of the estimated driving power.

[0029] For links that have been passed through many times, even if the information representing the road load obtained this time is low in accuracy, the road load data in the road load database does not change significantly when updated using the information representing the road load obtained this time.When the number of times a section has been passed through exceeds a certain value, the processing when the number of times a section has been passed through exceeds a certain value can be simplified by storing information representing the road load of the section regardless of the average value of the road power required when traveling the section and the magnitude of the estimated road power. Effect of the Invention

[0030] According to the present disclosure, accumulation of road load when towing another vehicle can be avoided as much as possible. [Brief description of the drawings]

[0031] [Figure 1] 1 is an overall configuration diagram of a vehicle 1 according to an embodiment. [Diagram 2] 2 is a block diagram showing detailed configurations of an HV-ECU 100, various sensors 120, and a navigation device 130 shown in FIG. [Diagram 3] 11 is a diagram showing an example of records stored in a running load DB 152. FIG. [Figure 4] 10A and 10B are diagrams illustrating an example of a change in driving mode when a planned driving route is set. [Diagram 5] 2 is a block diagram functionally showing a configuration of a control device 2 according to the first embodiment. FIG. [Figure 6] 4 is a flowchart showing an example of a travel setting procedure executed by the control device 2. [Figure 7] 4 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in the first embodiment. [Figure 8] 4 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in the first embodiment. [Figure 9] 10 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a second embodiment. [Figure 10] 10 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a second embodiment. [Figure 11] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a third embodiment. [Figure 12] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a third embodiment. [Figure 13] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a fourth embodiment. [Figure 14] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a fourth embodiment. [Figure 15] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a fifth embodiment. [Figure 16] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a fifth embodiment. [Figure 17] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a sixth embodiment. [Figure 18] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in a sixth embodiment. [Figure 19] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in the seventh embodiment. [Figure 20] 13 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in the seventh embodiment. [Figure 21] 20 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in an eighth embodiment. [Figure 22] 20 is a flowchart of a process for accumulating traveling load information executed by a control device 2 in an eighth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] Hereinafter, embodiments will be described with reference to the drawings. [First embodiment] 1 is an overall configuration diagram of a vehicle 1 according to an embodiment. Vehicle 1 is a so-called plug-in hybrid vehicle. Vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as "first MG") 20, a second motor generator (hereinafter referred to as "second MG") 30, a power split device 40, a PCU (Power Control Unit) 50, a power storage device 60, an inlet 62, a charger 63, and drive wheels 80.

[0033] Engine 10 is an internal combustion engine that outputs power by converting the combustion energy generated when a mixture of air and fuel is combusted into the kinetic energy of moving elements such as a piston and a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power that drives first MG 20 and power that drives drive wheels 80.

[0034] The first MG 20 and the second MG 30 are AC rotating electric machines. The first MG 20 and the second MG 30 are, for example, three-phase AC synchronous motors with permanent magnets embedded in the rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. Electric power generated by the first MG 20 is supplied to the second MG 30 or the power storage device 60 via the PCU 50.

[0035] The second MG 30 mainly operates as an electric motor to drive the drive wheels 80. The second MG 30 is driven by at least one of electric power from the power storage device 60 and electric power generated by the first MG 20, and the drive force of the second MG 30 is transmitted to the drive wheels 80. On the other hand, when the vehicle 1 is braking or going downhill, the second MG 30 operates as a generator to perform regenerative power generation. The electric power generated by the second MG 30 is collected by the power storage device 60 via the PCU 50.

[0036] 1 is a hybrid vehicle equipped with an engine 10 and two motor generators (first MG 20 and second MG 30) as drive sources, but vehicles to which the present disclosure is applicable are not limited to the vehicle 1 shown in Fig. 1. For example, the present disclosure is also applicable to a hybrid vehicle equipped with an engine and one motor generator.

[0037] The PCU 50 converts DC power received from the power storage device 60 into AC power for driving the first MG 20 and the second MG 30. The PCU 50 converts AC power generated by the first MG 20 and the second MG 30 into DC power for charging the power storage device 60. The PCU 50 is configured to include, for example, two inverters provided corresponding to the first MG 20 and the second MG 30, and a converter that boosts the DC voltage supplied to each inverter to a voltage equal to or higher than the voltage of the power storage device 60.

[0038] The power storage device 60 is a rechargeable DC power source and includes, for example, a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The power storage device 60 is charged by receiving electric power generated by at least one of the first MG 20 and the second MG 30. The power storage device 60 supplies the stored electric power to the PCU 50. An electric double layer capacitor or the like can also be used as the power storage device 60.

[0039] The power storage device 60 is provided with a monitoring unit 61. The monitoring unit 61 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown) that respectively detect the voltage, input / output current, and temperature of the power storage device 60. The monitoring unit 61 outputs the detection values ​​of each sensor (the voltage, input / output current, and temperature of the power storage device 60) to the BAT-ECU 110.

[0040] Inlet 62 is configured to be connectable to a power supply facility (not shown) outside the vehicle. Charger 63 is provided between inlet 62 and the power storage device 60. Charger 63 is controlled by a control signal from HV-ECU 100, converts external power input from a power supply facility outside the vehicle into power that can be charged to the power storage device 60, and outputs the converted power to the power storage device 60. Hereinafter, charging of the power storage device 60 using external power is also referred to as "external charging".

[0041] The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, a running load management device 160, and an HMI (Human Machine Interface) device 140.

[0042] Fig. 2 is a block diagram showing detailed configurations of the HV-ECU 100, the various sensors 120, and the navigation device 130 shown in Fig. 1. The HV-ECU 100, the BAT-ECU 110, the multimedia-ECU 150, the navigation device 130, and the HMI device 140 are configured to be able to communicate with each other via a CAN (Controller Area Network) 150.

[0043] The various sensors 120 include, for example, an accelerator pedal sensor 122, a vehicle speed sensor 124, and a brake pedal sensor 126. The accelerator pedal sensor 122 detects the amount of accelerator pedal operation (hereinafter also referred to as "accelerator opening") ACC by the user. The vehicle speed sensor 124 detects the speed VS of the vehicle 1. The brake pedal sensor 126 detects the amount of brake pedal operation BP by the user. Each of these sensors outputs the detection results to the HV-ECU 100.

[0044] The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs and the like, a RAM (Random Access Memory) that temporarily stores data, an input / output port (not shown) for inputting and outputting various signals, etc. The CPU executes predetermined arithmetic processing based on information stored in the memory (ROM and RAM), information from various sensors 120, and information from the BAT-ECU 110. The HV-ECU 100 controls each device, such as the engine 10, the PCU 50, and the HMI device 140, based on the results of the arithmetic processing.

[0045] The BAT-ECU 110 also includes a CPU, a ROM, a RAM, input / output ports, etc. (none of which are shown). The BAT-ECU 110 calculates a state of charge (SOC) indicating the amount of charge stored in the power storage device 60 based on detection values ​​of the input / output current and / or voltage of the power storage device 60 from the monitoring unit 61. The SOC is expressed, for example, as a percentage of the current amount of charge relative to the full charge capacity of the power storage device 60. The BAT-ECU 110 outputs the calculated SOC to the HV-ECU 100. The HV-ECU 100 may calculate the SOC.

[0046] BAT-ECU 110 outputs the temperature of power storage device 60 detected by monitoring unit 61 to HV-ECU 100 .

[0047] The navigation device 130 includes a navigation ECU 132 , a map information database (DB) 134 , a GPS (Global Positioning System) receiving unit 136 , and a traffic information receiving unit 138 .

[0048] The map information DB 134 is configured with a hard disk drive (HDD) or the like, and stores map information. The map information includes data on "nodes" such as intersections and dead ends, "links" connecting the nodes, and "facilities" (buildings, parking lots, etc.) along the links. The map information includes location information of each node, distance information of each link, road type information included in each link (information on urban areas, expressways, general roads, etc.), map gradient information of each link, etc. The map information does not have to be map information read from the map information DB 134, but may be map information sequentially acquired by communication with an external database.

[0049] The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the current position of the vehicle 1 to the navigation ECU 132 .

[0050] The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least congestion information, and may also include other road regulation information, parking lot information, etc. This road traffic information is updated, for example, every five minutes.

[0051] The navigation ECU 132 includes a CPU, a ROM, a RAM, an input / output port (not shown), etc. The navigation ECU 132 outputs the current position of the vehicle 1, as well as surrounding map information, traffic congestion information, etc., to the HMI device 140 and the HV-ECU 100, based on various information and signals received from the map information DB 134, the GPS receiver 136, and the traffic information receiver 138.

[0052] When a destination of the vehicle 1 is input by a user in the HMI device 140, the navigation ECU 132 searches for a planned driving route from the current position of the vehicle 1 to the destination based on the map information DB 134. The planned driving route is composed of a set of nodes and links from the current position of the vehicle 1 to the destination. Then, the navigation ECU 132 outputs the search result (a set of nodes and links) from the current position of the vehicle 1 to the destination to the HMI device 140.

[0053] The navigation ECU 132 outputs map information and road traffic information (hereinafter also referred to as "first look-ahead information") on a planned travel route from the current position of the vehicle 1 to the destination to the HV-ECU 100 at predetermined intervals (for example, at one-minute intervals).

[0054] The running load management device 160 includes a multimedia ECU 150 and a running load database (DB) 152 .

[0055] The running load DB 152 is configured by a hard disk drive (HDD) or the like. The road load DB 152 stores a plurality of records, each of which includes road load data of a link and the number of times the link is passed.

[0056] FIG. 3 is a diagram showing an example of records stored in the running load DB 152. As shown in FIG. The record includes a link ID, road load data of the link, and the number of times the vehicle 1 has passed through the link (hereinafter, referred to as the number of passes NP). The road load data of the link includes data on the average road speed when the vehicle 1 travels through the link (hereinafter, referred to as the road speed V), the road power when the vehicle 1 travels through the link (hereinafter, referred to as the road power PW), and the gradient when the vehicle 1 travels through the link (hereinafter, referred to as the gradient SL).

[0057] The multimedia ECU 150 includes a CPU, a ROM, a RAM, an input / output port (not shown), etc. The multimedia ECU 150 outputs the road load data and the number of passes in the road load DB 152 to the HV-ECU 100. The multimedia ECU 150 updates the road load data and the number of passes in the road load DB 152 based on the information from the HV-ECU 100.

[0058] The multimedia ECU 150 outputs to the HV-ECU 100 at each predetermined timing the travel speed V, travel power PW, and gradient SL (hereinafter also referred to as "second look-ahead information") of each link on the planned travel route from the current position of the vehicle 1 to the destination.

[0059] The output of the first look-ahead information by the navigation ECU 132 and the output of the second look-ahead information by the multimedia ECU 150 are performed simultaneously.

[0060] The HMI device 140 is a device that provides the user with information to assist in driving the vehicle 1. The HMI device 140 is typically a display provided in the interior of the vehicle 1, and also includes a speaker and the like. The HMI device 140 provides the user with various information by outputting visual information (graphical information, character information), auditory information (audio information, sound information), and the like.

[0061] The HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1, as well as map information and traffic congestion information in the vicinity thereof, from the navigation device 130 via the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic congestion information in the vicinity.

[0062] The HMI device 140 also operates as a touch panel that can be operated by the user, and by touching the touch panel, the user can, for example, change the scale of a displayed map or input a destination for the vehicle 1. When a destination is input in the HMI device 140, information about the destination is transmitted to the navigation device 130 via the CAN 150.

[0063] As described above, the navigation ECU 132 and the multimedia ECU 150 respectively output the "first look-ahead information" and the "second look-ahead information" to the HV-ECU 100 at the same time at each predetermined timing.

[0064] The HV-ECU 100 sets the driving mode of the vehicle 1 to either the CD mode or the CS mode, and controls the engine 10, the first MG 20, and the second MG 30 according to the set control mode.

[0065] The CD mode is a mode in which the vehicle runs using the discharged power of the power storage device 60 while minimizing the operation of the engine 10, thereby consuming the SOC (power) of the power storage device 60. In the CD mode, the vehicle runs using only the power stored in the power storage device 60 until the SOC of the power storage device 60 reaches a predetermined lower limit value.

[0066] The CS mode is a mode in which the engine 10 is operated more easily than in the CD mode, suppressing discharge of the power storage device 60 and charging the power storage device 60, thereby maintaining the SOC of the power storage device 60 as much as possible. In the CS mode, the vehicle travels using the power of the engine 10 as well so that the SOC of the power storage device 60 is maintained within a predetermined range.

[0067] When the user performs an operation requesting the CS mode (for example, when the user presses a CS mode selection switch not shown), the HV-ECU 100 sets the running mode to the CS mode.

[0068] When the user does not perform an operation to request the CS mode, the HV-ECU 100 automatically switches between the CD mode and the CS mode. At this time, the HV-ECU 100 changes the manner of switching between the CD mode and the CS mode depending on whether or not a planned travel route for the vehicle 1 is set.

[0069] When the planned travel route is not set (when the destination is not input), the HV-ECU 100 performs travel in the CD mode until the SOC of the power storage device 60 reaches a predetermined lower limit value. When the SOC reaches the predetermined lower limit value, the HV-ECU 100 switches from the CD mode to the CS mode and starts travel in the CS mode.

[0070] When a planned travel route is set (when a destination is input), the HV-ECU 100 switches between the CD mode and the CS mode using information on the travel load of the planned travel route and the like.

[0071] FIG. 4 is a diagram showing a schematic example of a change in the driving mode when a planned driving route is set. When a planned driving route is set, the CD mode and the CS mode are assigned to each driving section based on the second look-ahead information so that the SOC is used up when the vehicle arrives at the destination. In FIG. 3, the horizontal axis represents time, and the vertical axis represents SOC. The HV-ECU 100 sets the CS mode and the CD mode based on the second look-ahead information. In the example shown in FIG. 4, the driving mode is set to the CS mode in the driving section from time t1 to t2 and the driving section from time t3 to t4, and the driving mode is set to the CD mode in the other driving sections. Here, the driving section is composed of one or more links.

[0072] In the driving section from the start of driving to time t1, the SOC decreases due to driving in CD mode, and at time t1, the mode switches from CD to CS. In the driving section from time t1 to t2, the vehicle drives while appropriately adjusting the charge / discharge amount of the electricity storage device 60 (such as the amount of power generated by the first MG 20 using the power of the engine 10) so that the SOC is maintained within a predetermined range, based on the SOC at the time (time t1) when the driving mode switches to the CS mode.

[0073] At time t2, the mode is switched from CS to CD, and in the travel section from time t2 to t3, the SOC decreases due to travel in CD. At time t3, the mode is switched to CS, and travel is performed while appropriately adjusting the charge / discharge amount of the power storage device 60 so that the SOC is maintained within a predetermined range based on the SOC at the time when the travel mode was switched (time t3). At time t4, the mode is switched from CS to CD, and the SOC decreases due to travel in CD. Then, the SOC reaches the lower limit Sth when the vehicle arrives at the destination, and the SOC is used up when the vehicle arrives at the destination.

[0074] In this way, the HV-ECU 100 calculates the road load of each link based on the second look-ahead information (the road speed V, the road power PW, and the gradient SL of each link) from the road load management device 160, and performs control to automatically switch between the CD mode and the CS mode based on the road load of each link so as to use up the SOC at the time of arrival. In order to improve fuel efficiency by making the travel distance in the CD mode as long as possible, the HV-ECU 100 assigns the CD mode in order from the link with the lowest road load among the multiple links included in the planned travel route. For example, the road load of a link with a small road speed V, road power PW, and gradient SL is smaller than the road load of a link with a large road speed V, road power PW, and gradient SL, so that the CD mode may be assigned first. The road speed V, road power PW, and gradient SL may be weighted and added, and the CD mode may be assigned in order from the link with the smallest added value.

[0075] When no road load data is stored in the road load DB 152, the HV-ECU 100 may calculate the road load of each link based on the first look-ahead information from the navigation device 130. For example, the HV-ECU 100 may calculate the road load of each link based on gradient information of each link on a map. Alternatively, the HV-ECU 100 may calculate the road load of each link based on the specifications of the vehicle 1. Alternatively, the HV-ECU 100 may use the road load obtained by the traveling of another vehicle.

[0076] The BAT-ECU 110 , the navigation ECU 132 , the HV-ECU 100 , and the multimedia ECU 150 constitute a control device 2 .

[0077] The control device 2 predicts future road loads along the planned travel route and provides driving assistance such as switching the power used, changing the output ratio, and adjusting the remaining battery charge, thereby effectively controlling driving without leaving excess battery power at the destination.

[0078] 5 is a block diagram functionally showing a configuration of the control device 2 according to the embodiment 1. The control device 2 includes a navigation information output unit 204, a running load information output unit 205, an accumulation control unit 202, a running load information storage unit 206, a running control unit 201, and a learning unit 203.

[0079] The navigation information output unit 204 generates first look-ahead information based on the data stored in the map information DB 134, the output of the GPS receiving unit 136, and the output of the traffic information receiving unit 138, and outputs the first look-ahead information.

[0080] The running load information output unit 205 generates second look-ahead information based on the data stored in the running load DB 152, and outputs the second look-ahead information.

[0081] The accumulation control unit 202 stores the running load information representing the running load when the vehicle 1 runs in the running load information storage unit 206. The accumulation control unit 202 stops storing the running load information when the running distance for which the value obtained by subtracting the estimated running power based on the running speed of the vehicle 1 and the gradient information of the map from the running power required when the vehicle 1 runs exceeds a first threshold value TH1 exceeds a second threshold value TH2.

[0082] For example, the accumulation control unit 202 may calculate the estimated running power EP by the following formula, where V is the running speed, M is the weight of the vehicle, g is the gravitational acceleration, and θ is the gradient based on the gradient information of the map.

[0083] EP = M × g × sinθ × V (A1) The accumulation control unit 202 may refer to a table that defines EPs corresponding to V and θ, and obtain an EP corresponding to the obtained V and θ.

[0084] The road load information storage unit 206 stores the road load information. The learning unit 203 updates the road load data of the link stored in the road load DB 152 by weighting and adding the road load information of the link stored in the road load information storage unit 206 and the road load data of the link stored in the road load DB 152 based on the number of times the link stored in the road load DB 152 is passed.

[0085] The driving control unit 201 creates a driving plan in which one of a plurality of driving modes is assigned to each link based on the driving load information of each link of the planned driving route, and controls the driving of the vehicle 1 based on the driving plan. The plurality of driving modes are the CD mode and the CS mode.

[0086] FIG. 6 is a flowchart showing an example of a driving setting procedure executed by the control device 2. As shown in FIG.

[0087] This flowchart is repeatedly executed at predetermined intervals when driving support conditions are met after the start of the vehicle 1. The driving support conditions are, for example, that each system, such as the power storage device 60 and the navigation device 130, is operating normally, that a destination is set, and that the current location is on the planned driving route.

[0088] First, in step (hereinafter simply referred to as "S") 10, the driving control unit 201 judges whether the first look-ahead information output from the navigation ECU 132 and the second look-ahead information output from the multimedia ECU 150 have been updated. If the first look-ahead information and the second look-ahead information have not been updated, a negative judgment is made and the process returns. When this routine is processed for the first time after the start-up of the vehicle 1, and when the first look-ahead information output from the navigation ECU 132 and the second look-ahead information output from the multimedia ECU 150 are updated at predetermined intervals thereafter, a positive judgment is made and the process proceeds to S12.

[0089] The first look-ahead information includes road type information (such as urban areas, expressways, and general roads) of each section n in a plurality of sections (links) included in the planned travel route, road traffic information (such as congestion information), etc. The second look-ahead information includes the travel speed V, travel power PW, and gradient SL of each section in a plurality of sections (links) included in the planned travel route.

[0090] In S12, the traveling control unit 201 calculates the predicted energy consumption En for each section n based on the traveling speed V, traveling power PW, gradient SL, etc. of each section n. When the second look-ahead information output from the multimedia ECU 150 is not obtained, the traveling control unit 201 may calculate the predicted energy consumption En for each section n using gradient information of each link on the map, specifications of the vehicle 1, and traveling loads obtained by traveling other vehicles. The traveling control unit 201 calculates the sum (sum) of the predicted energy consumption En for each section n as the total energy consumption Esum.

[0091] In S14, the traveling control unit 201 judges whether the total consumed energy Esum is greater than a value (Mrg) obtained by subtracting the SOC corresponding to the lower limit value Sth from the current SOC of the power storage device 60 (hereinafter, simply referred to as "current SOC") (Esum>current SOC-Mrg). This process is for judging whether the planned traveling route can be traveled only in the CD mode.

[0092] If the determination in S14 is negative, the planned travel route can be traveled in only the CD mode, and there is no need to set the CS mode for each section n, so the process proceeds to S16.

[0093] In S16, the driving control unit 201 assigns the CD mode (CD section) to all sections.

[0094] If it is determined that the total consumed energy Esum is greater than the "current SOC-Mrg" (if a positive determination is made in S14), the process proceeds to S18.

[0095] In S18, the driving control unit 201 assigns the CD mode (CD section) to each section n of the multiple sections included in the planned driving route based on the driving speed V, driving power PW, gradient SL, and the like of each section n.

[0096] Next, the process of accumulating the traveling load information in the first embodiment will be described. The storage control unit 202 executes the following process each time the vehicle travels along one link (assumed to be link X).

[0097] When a value obtained by subtracting an estimated traveling power calculated from an average traveling speed when traveling link X and gradient information of the map of link X from an average traveling power required when traveling link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluation traveling distance TL by adding the distance of link X to the evaluation traveling distance TL. When the evaluation traveling distance TL exceeds a second threshold value TH2, the accumulation control unit 202 does not store the traveling load information of link X in the traveling load information storage unit 206. When the evaluation traveling distance TL is equal to or less than the second threshold value TH2, the accumulation control unit 202 stores the traveling load information of link X in the traveling load information storage unit 206.

[0098] 7 and 8 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the first embodiment.

[0099] In S101, the user turns on the ignition of the vehicle 1. The accumulation control unit 202 sets the accumulation limit flag FR to OFF. The user sets a destination through the HMI device 140.

[0100] In S102, the storage control unit 202 initializes SV, SPW, N, and TL to zero. If the assistance conditions are met in S103, the process proceeds to S104. The assistance conditions are, for example, that each system, such as the power storage device 60 and the navigation device 130, is operating normally, that a destination is set, and that the current location is on the planned travel route.

[0101] In S104, if the vehicle 1 enters a link, the process proceeds to S105.

[0102] In S105, the accumulation control unit 202 calculates the altitude HS of the position of vehicle 1 when vehicle 1 enters link X based on the air pressure detected by an air pressure sensor not shown or the altitude information of the current position of vehicle 1 received by the GPS receiving unit 136.

[0103] In S106 and S107, the accumulation control unit 202 updates the total running speed SV by adding the current running speed V of vehicle 1 to the total running speed SV at each sampling timing, updates the total running power SPW by adding the current running power PW of vehicle 1 to the total running power SPW, and increments the sampling count N by 1.

[0104] In S108, if the vehicle 1 has exited from link X, the process proceeds to S109. If the vehicle 1 has not exited from link X, the process returns to S106.

[0105] In S109, the accumulation control unit 202 calculates the altitude HE of the position of the vehicle 1 when the vehicle 1 exits the link X based on the output of the air pressure sensor or the GPS receiving unit 136 in the same manner as the altitude HS.

[0106] In S110, the accumulation control unit 202 calculates an average traveling speed MV of link X by dividing the total traveling speed SV by the sampling number N. The accumulation control unit 202 calculates an average traveling power MPW of link X by dividing the total traveling power SPW by the sampling number N. The accumulation control unit 202 calculates an average gradient MSL of link X by subtracting the altitude HS at the time of entering link X from the altitude HE at the time of leaving link X and dividing the subtracted value by the distance DL of link X.

[0107] In S111, the accumulation control unit 202 calculates the estimated traveling power EP of link X based on the average traveling speed MV of link X and the map gradient of link X.

[0108] In S112, the accumulation control unit 202 calculates a differential power dP by subtracting the estimated running power EP of link X from the average running power MPW of link X.

[0109] In S113, when the differential power dP is greater than the first threshold TH1, the process proceeds to S114. When the differential power dP is equal to or less than the first threshold TH1, the process proceeds to S115.

[0110] In S114, the distance DL of link X is added to the evaluated travel distance TL to update the evaluated travel distance TL.

[0111] In S115, when the evaluation travel distance TL is greater than the second threshold TH2, the process proceeds to S116. When the evaluation travel distance TL is equal to or less than the second threshold TH2, the process proceeds to S117.

[0112] In S116, the accumulation control unit 202 sets the accumulation limit flag FR to ON. In S117, if the accumulation limit flag FR is off, the process proceeds to S118, whereas if the accumulation limit flag FR is off, the process proceeds to S119.

[0113] In S118, the accumulation control unit 202 stores in the road load information storage unit 206 road load information including the average road speed MV of link X, the average road power MPW of link X, and the average gradient MSL of link X in association with the ID of link X.

[0114] In S119 , the accumulation control unit 202 does not store the road load information of link X in the road load information storage unit 206 .

[0115] In S120, if the ignition of the vehicle 1 is turned off or if the condition that the vehicle 1 has arrived at the destination is satisfied, the process ends. If such a condition is not satisfied, the process returns to S102.

[0116] Next, a process of updating the road load data and the number of passes in the road load DB 152 using the accumulated road load information will be described.

[0117] The learning unit 203 updates the running power PW of link X stored in the running load DB 152 by performing a weighted addition of the running power PW of link X stored in the running load DB 152 and the average running power MPW of link X stored in the running load information storage unit 206 in S118 based on the number of times NP of passing through link X stored in the running load DB 152, according to the following formula.

[0118] PW={PW×NP+MPW} / (NP+1)···(1) The learning unit 203 updates the running speed V of link X stored in the running load DB 152 by performing a weighted addition of the running speed V of link i stored in the running load DB 152 and the average running speed MV of link X stored in the running load information storage unit 206 in S118 based on the number of times NP of passing through link X stored in the running load DB 152, according to the following formula.

[0119] V = {V × NP + MV} / (NP + 1) (2) The learning unit 203 updates the gradient SL of link X stored in the running load DB 152 by performing a weighted addition of the gradient SL of link X stored in the running load DB 152 and the average gradient MSL of link X stored in the running load information storage unit 206 in S118 based on the number of times NP of passing through link X stored in the running load DB 152, in accordance with the following equation.

[0120] SL={SL×NP+MSL} / (NP+1)···(3) The learning unit 203 increments the number of times NP the link X has been passed, which is stored in the road load DB 152, according to the following formula.

[0121] N P = N P + 1 (4) As described above, according to this embodiment, when the vehicle has traveled a long distance while the traveling power is deviated from the estimated traveling power, it is possible to determine that the vehicle is towing another vehicle and not store the traveling load obtained by the traveling. As a result, when the vehicle is not towing another vehicle, it is possible to avoid providing traveling assistance using the traveling load when the vehicle tows another vehicle.

[0122] In addition, after TL>TH2 in S115 of the flowcharts of Figures 7 and 8, if dp≦TH1 for a predetermined number of consecutive times in S113, the accumulation control unit 202 may return the accumulation limit flag FR to off.

[0123] Alternatively, after S119, the accumulation control unit 202 may return the accumulation limit flag FR to OFF.

[0124] [Second embodiment] The process of accumulating road load information in the second embodiment will be described.

[0125] The storage control unit 202 executes the following process each time the vehicle travels along one link (assumed to be link X).

[0126] When a value obtained by subtracting an estimated traveling power calculated from an average traveling speed when traveling link X and gradient information of the map of link X from an average traveling power required when traveling link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluation traveling distance TL by adding the distance of link X to the evaluation traveling distance TL. When the evaluation traveling distance TL exceeds a second threshold value TH2, the accumulation control unit 202 does not store the traveling load information of link X and all links following link X in the traveling load information storage unit 206. When the evaluation traveling distance TL is equal to or less than the second threshold value TH2, the accumulation control unit 202 stores the traveling load information of link X in the traveling load information storage unit 206.

[0127] 9 and 10 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the second embodiment.

[0128] The flowchart of the second embodiment differs from the flowchart of the first embodiment in that the flowchart of the second embodiment includes S319 instead of S119.

[0129] In S319, the accumulation control unit 202 does not store the road load information consisting of the average road speed MV of link X, the average road power MPW of link X, and the average gradient MSL of link X in the road load information storage unit 206. After that, the process ends.

[0130] As a result, not only the road load information of link X, but also the road load information of the links subsequent to link X on the planned travel route are not stored in the road load information storage unit 206.

[0131] In addition, the accumulation control unit 202 may not store the driving load information of a link subsequent to link X on the planned driving route in the driving load information storage unit 206 only when the value obtained by subtracting the average driving speed when traveling the link and the estimated driving power calculated from the gradient information of the map of the link from the average driving power required when traveling the link exceeds the first threshold value TH1.

[0132] [Third embodiment] The process of accumulating road load information in the third embodiment will be described.

[0133] The storage control unit 202 executes the following process each time the vehicle travels along one link (assumed to be link X).

[0134] When a value obtained by subtracting the average value of the traveling speed when traveling link X and the estimated traveling power calculated from the gradient information of the map of link X from the average value of the traveling power required when traveling link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluation traveling distance TL by adding the distance of link X to the evaluation traveling distance TL. When the evaluation traveling distance TL exceeds a second threshold value TH2, the accumulation control unit 202 does not store the traveling load information of link X and all links following link X in the traveling load information storage unit 206, and deletes the stored traveling load information of all links preceding link X from the traveling load information storage unit 206.

[0135] 11 and 12 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the third embodiment.

[0136] The flowchart of the third embodiment differs from the flowchart of the second embodiment in that the flowchart of the third embodiment includes S419 instead of S319.

[0137] In S419, the accumulation control unit 202 does not store the road load information consisting of the average road speed MV of link X, the average road power MPW of link X, and the average gradient MSL of link X in the road load information storage unit 206. Furthermore, the accumulation control unit 202 deletes the road load information of the link preceding link X of the planned road route stored in the road load information storage unit 206. Then, the process ends.

[0138] As a result, not only is the road load information of link X and the road load information of the links subsequent to link X on the planned travel route not stored, but the road load information of the links preceding link X is deleted from the road load information storage unit 206.

[0139] The accumulation control unit 202 may delete the driving load information of a link preceding link X of the planned driving route from the driving load information storage unit 206 only when the value obtained by subtracting the average driving speed when traveling the link and the estimated driving power calculated from the gradient information of the map of the link from the average driving power required when traveling the link exceeds a first threshold value TH1.

[0140] [Fourth embodiment] The process of accumulating road load information in the fourth embodiment will be described.

[0141] Each time one link (assumed to be link X) is traveled, if the value obtained by subtracting the average driving speed when traveling link X and the estimated driving power calculated from the map gradient information of link X from the average driving power required when traveling link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluation driving distance TL by adding the distance of link X to the evaluation driving distance TL, and stores the driving load information of link X in the driving load information storage unit 206.

[0142] After driving ends or after the ignition is turned off, when the evaluation driving distance TL exceeds the second threshold value TH2, the accumulation control unit 202 deletes the driving load information for all the traveled links from the driving load information storage unit 206.

[0143] 13 and 14 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the fourth embodiment.

[0144] The flowchart of the fourth embodiment differs from the flowchart of the first embodiment in that the flowchart of the fourth embodiment includes S501 to S506 instead of S115 to S120.

[0145] In S501, the accumulation control unit 202 stores in the road load information storage unit 206 road load information including the average road speed MV of the link, the average road power MPW of the link, and the average gradient MSL of the link, in association with the link ID.

[0146] In S502, if the ignition of the vehicle 1 is turned off or if the condition that the vehicle has arrived at the destination is satisfied, the process proceeds to S503. If such a condition is not satisfied, the process returns to S102.

[0147] In S503, when the evaluation travel distance TL is greater than the second threshold TH2, the process proceeds to S504. When the evaluation travel distance TL is equal to or less than the second threshold TH2, the process proceeds to S505.

[0148] In S504, the accumulation control unit 202 sets the accumulation limit flag FR to ON. In S505, if the accumulation limit flag FR is on, the process proceeds to S506, whereas if the accumulation limit flag FR is off, the process ends.

[0149] In S506 , the accumulation control unit 202 deletes the road load information for all links from the road load information storage unit 206 .

[0150] In addition, when the accumulation limit flag FR is set to on, the accumulation control unit 202 may delete the driving load information of that link from the driving load information storage unit 206 only when the value obtained by subtracting the average driving speed when traveling that link and the estimated driving power calculated from the gradient information of the map of that link from the average driving power required when traveling that link among all links exceeds a first threshold value TH1.

[0151] Moreover, the second threshold value TH2 may be set to a larger value as the distance traveled by the vehicle 1 (the total distance of all links) becomes longer.

[0152] [Fifth embodiment] The process of accumulating road load information in the fifth embodiment will be described.

[0153] Each time one link (assumed to be link X) is traveled, only when the map gradient of link X based on the map gradient information is within a certain range, if the value obtained by subtracting the average driving speed when traveling link X and the estimated driving power calculated from the average driving speed when traveling link X and the map gradient information of link X from the average driving power required when traveling link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluated driving distance TL by adding the distance of link X to the evaluated driving distance TL.

[0154] 15 and 16 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the fifth embodiment.

[0155] The flowchart of the fifth embodiment differs from the flowchart of the first embodiment in that the flowchart of the fifth embodiment includes S601 between S104 and S105.

[0156] In S601, when the map gradient of link X is equal to or smaller than the threshold value THX, the process proceeds to S105. When the map gradient of link X exceeds the threshold value THX, the process proceeds to S115.

[0157] This makes it possible to avoid comparing the traveling power with the estimated traveling power for links with large gradients on the map, thereby improving the accuracy of determining the deviation between the traveling power and the estimated traveling power.

[0158] [Sixth embodiment] The process of accumulating road load information in the sixth embodiment will be described.

[0159] Each time one link (let's call it link X) is traveled, if the value obtained by subtracting from the average value of the driving power required for driving on link X when the accelerator opening is below a certain value and the brakes are not being operated the average driving speed when driving when the accelerator opening is below a certain value and the brakes are not being operated and the estimated driving power calculated from the gradient information of the map of link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluated driving distance TL by adding the distance of the link to the evaluated driving distance TL.

[0160] 17 and 18 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the sixth embodiment.

[0161] In S201, the user turns on the ignition of the vehicle 1. The user sets a destination through the HMI device 140. The accumulation control unit 202 sets the accumulation limit flag FR to OFF.

[0162] In S202, the storage control unit 202 initializes SV, SPW, N, SV2, SPW2, N2, and D2 to zero.

[0163] In S203, if the support condition is satisfied, the process proceeds to S204. As described above, the support condition is, for example, that each system, such as the power storage device 60 and the navigation device 130, is operating normally and that a destination is set (a destination is input), etc.

[0164] In S204, if the vehicle 1 enters a link, the process proceeds to S205.

[0165] In S205, the accumulation control unit 202 calculates the altitude HS of the current position of vehicle 1 when vehicle 1 enters link X based on the air pressure detected by an air pressure sensor not shown or the altitude information of the current position of vehicle 1 received by the GPS receiving unit 136.

[0166] In S206, if it is sampling time, the process proceeds to S207. In S207, if the conditions that the accelerator opening is equal to or less than the third threshold value TH3 and the brake operation is not being performed are met, the process proceeds to S208. If these conditions are not met, the process proceeds to S209.

[0167] In S208, the accumulation control unit 202 updates the judgment total running speed SV2 by adding the current running speed V of vehicle 1 to the judgment total running speed SV2, updates the judgment total running power SPW2 by adding the current running power PW of vehicle 1 to the judgment total running power SPW2, increments the judgment sampling count N2 by 1, and updates the judgment distance D2 by adding the sampling interval distance SD to the judgment distance D2.

[0168] In S209, the accumulation control unit 202 updates the accumulation total running speed SV by adding the current running speed V of vehicle 1 to the accumulation total running speed SV, updates the accumulation total running power SPW by adding the current running power PW of vehicle 1 to the accumulation total running power SPW, and increments the accumulation sampling count N by 1.

[0169] In S210, if the vehicle 1 has exited from link X, the process proceeds to S211. If the vehicle 1 has not exited from link X, the process returns to S205.

[0170] In S211, the accumulation control unit 202 calculates the altitude HE of the current position of the vehicle 1 when the vehicle 1 exits the link X based on the output of the air pressure sensor or the GPS receiving unit 136 in the same manner as the altitude HS.

[0171] In S212, the accumulation control unit 202 calculates an accumulation average traveling speed MV of link X by dividing the accumulation total traveling speed SV by the accumulation sampling count N. The accumulation control unit 202 calculates an accumulation average traveling power MPW of link X by dividing the accumulation total traveling power SPW by the accumulation sampling count N. The accumulation control unit 202 calculates an accumulation average gradient MSL of link X by subtracting the altitude HS at the time of entering link X from the altitude HE at the time of leaving link X and dividing the subtracted value by the distance DL of link X.

[0172] In S213, when the number of sampling times for determination N2 is greater than 0, the process proceeds to S214. When the number of sampling times for determination N2 is 0, the process proceeds to S219.

[0173] In S214, the accumulation control unit 202 calculates the judgment average traveling speed MV2 of link X by dividing the judgment total traveling speed SV2 by the judgment sampling count N2. The accumulation control unit 202 calculates the judgment average traveling power MPW2 of link X by dividing the judgment total traveling power SPW2 by the judgment sampling count N2.

[0174] In S215, the accumulation control unit 202 calculates the estimated traveling power EP of link X based on the average traveling speed MV2 of link X for determination and the map gradient of link X.

[0175] In S216, the accumulation control unit 202 calculates a power difference dP by subtracting the estimated running power EP of link X from the average running power MPW2 for determination of link X.

[0176] In S217, when the differential power dP is greater than the first threshold TH1, the process proceeds to S218. When the differential power dP is equal to or less than the first threshold TH1, the process proceeds to S219.

[0177] In S218, the distance DL of link X is added to the evaluated travel distance TL to update the evaluated travel distance TL.

[0178] In S219, when the evaluation travel distance TL is greater than the second threshold TH2, the process proceeds to S220. When the evaluation travel distance TL is equal to or less than the second threshold TH2, the process proceeds to S221.

[0179] In S220, the accumulation control unit 202 sets the accumulation limit flag FR to ON. In S221, if the accumulation limit flag FR is off, the process proceeds to S222. If the accumulation limit flag FR is off, the process proceeds to S223.

[0180] In S222, the accumulation control unit 202 stores in the traveling load information storage unit 206 traveling load information consisting of an average traveling speed MV of link X for accumulation, an average traveling power MPW of link X for accumulation, and an average gradient MSL of link X for accumulation, corresponding to the ID of link X.

[0181] In S223, the accumulation control unit 202 does not store the road load information of link X in the road load information storage unit 206.

[0182] In S224, if the ignition of the vehicle 1 is turned off or if the condition that the vehicle has arrived at the destination is satisfied, the process ends. If such a condition is not satisfied, the process returns to S202.

[0183] This makes it possible to determine whether or not towing is required using the running power extracted in a scene where the acceleration and deceleration of the vehicle are small, thereby improving the accuracy of determining the deviation between the running power and the estimated running power.

[0184] [Seventh embodiment] The process of accumulating road load information in the seventh embodiment will be described.

[0185] Each time a link (let's call it link X) is traveled, only when the number of times link X has been passed stored in the travel load DB 152 is equal to or less than a certain value, if the average value of the travel power required when travelling link X minus the estimated travel power calculated from the average value of the travel speed when travelling link X and the gradient information of the map of link X exceeds a first threshold value TH1, the accumulation control unit 202 updates the evaluated travel distance TL by adding the distance of link X to the evaluated travel distance TL.

[0186] 19 and 20 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the seventh embodiment.

[0187] The flowchart of the seventh embodiment differs from the flowchart of the first embodiment in that the flowchart of the seventh embodiment includes S701 between S110 and S111.

[0188] In S701, when the number of times of passing through link X stored in the traveling load DB 152 is equal to or less than the threshold value THY, the process proceeds to S111. When the number of times of passing through link X exceeds the threshold value THY, the process proceeds to S117.

[0189] The learning unit 203 updates the road load data in the road load DB 152 using road load information of the link obtained by driving, but if the number of times a link is passed is small, the accuracy of the road load data in the road load DB 152 after the update will largely depend on the accuracy of the road load information of the link obtained by driving. By determining the deviation between the road power required when traveling the link and the estimated road power only for links passed few times, it is possible to execute only the processing that affects the accuracy of the road load data in the road load DB 152 after the update.

[0190] [Eighth embodiment] The process of accumulating road load information in the eighth embodiment will be described.

[0191] Each time a link (assumed to be link X) is traveled, when the number of times link X is passed exceeds a certain value, the accumulation control unit 202 stores the road load information of link X in the road load information storage unit 206, regardless of the average value of the road power required when traveling link X and the magnitude of the estimated road power.

[0192] 21 and 22 are flowcharts of the process of accumulating traveling load information executed by the control device 2 in the eighth embodiment.

[0193] The flowchart of the eighth embodiment differs from the flowchart of the first embodiment in that the flowchart of the seventh embodiment includes S801 between S110 and S111.

[0194] In S801, when the number of times of passing through link X stored in the traveling load DB 152 is equal to or less than the threshold value THY, the process proceeds to S111. When the number of times of passing through link X exceeds the threshold value THY, the process proceeds to S118.

[0195] Therefore, when the number of times link X is passed exceeds the threshold value THY, regardless of whether the accumulation limit flag FR is on or off, road load information consisting of the average driving speed MV of link X, the average driving power MPW of link X, and the average gradient MSL of link X is stored in the road load information storage unit 206 in accordance with the ID of link X.

[0196] As a result, for links that are passed through frequently, the road load information for that link is stored in the road load information storage unit 206 regardless of the average value of the road power required when traveling that link and the magnitude of the estimated road power.

[0197] Even if the accuracy of the road load information when traveling on a link that is traversed many times is low, the impact on the accuracy of the road load data in the road load DB 152 after updating by the learning unit 203 is small, so the decrease in accuracy of the road load data in the road load DB 152 is limited.

[0198] [Variations] The present disclosure is not limited to the above-described embodiments, and also includes, for example, the following modified examples.

[0199] (1) Second threshold TH2 7, the second threshold value TH2 (S115) when the traveled link includes an expressway may be smaller than the second threshold value TH2 when the traveled link does not include an expressway. When traveling on an expressway, the gradient is gentle and there is little acceleration / deceleration, so the reliability of the running power and estimated running power is high, and therefore the second threshold value TH2, which is compared with the evaluation running distance, can be made smaller.

[0200] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0201] 1 vehicle, 2 control device, 10 engine, 20 first MG, 30 second MG, 40 power split device, 60 power storage device, 61 monitoring unit, 62 inlet, 63 charger, 80 drive wheels, 110 BAT-ECU, 120 various sensors, 122 accelerator pedal sensor, 124 vehicle speed sensor, 126 brake pedal sensor, 130 navigation device, 136 receiving unit, 138 traffic information receiving unit, 140 HMI device, 160 running load management device, 201 running control unit, 202 accumulation control unit, 203 learning unit, 204 navigation information output unit, 205 running load information output unit, 206 running load information storage unit, 134 map information DB, 152 running load DB, 132 navigation ECU, 150 multimedia ECU.

Claims

1. A hybrid vehicle, A power storage device; An internal combustion engine; a control device that stores information representing a running load when the hybrid vehicle is running; the control device stops storing the information representing the running load when a distance traveled such that a value obtained by subtracting an estimated running power based on the running speed of the hybrid vehicle and map gradient information from the running power required when the hybrid vehicle runs exceeds a first threshold value, exceeds a second threshold value.

2. The control device, each time the vehicle travels through one section, When a value obtained by subtracting the estimated traveling power calculated from the average traveling speed when traveling the section and gradient information of the map of the section from the average traveling power required when traveling the section exceeds the first threshold value, the evaluated traveling distance is updated by adding the distance of the section to the evaluated traveling distance, and 2. The hybrid vehicle according to claim 1, wherein when the evaluation travel distance exceeds the second threshold, information representing the road load of the section is not stored, and when the evaluation travel distance is equal to or less than the second threshold, information representing the road load of the section is stored.

3. The control device, each time the vehicle travels through one section, when a value obtained by subtracting the estimated traveling power calculated from the average traveling speed when traveling the section and gradient information of the map of the section from the average traveling power required when traveling the section exceeds the first threshold value, updating the evaluated traveling distance by adding the distance of the section to the evaluated traveling distance; 2. The hybrid vehicle of claim 1, wherein when the evaluation travel distance exceeds the second threshold, information representing the road load of the section and all sections following the section is not stored, and when the evaluation travel distance is equal to or less than the second threshold, information representing the road load of the section is stored.

4. 4. The hybrid vehicle according to claim 3, wherein the control device deletes the stored information representing the traveling load of all sections preceding the section when the evaluation traveling distance exceeds the second threshold value.

5. The control device, each time the vehicle travels through one section, when a value obtained by subtracting the estimated traveling power calculated from the average traveling speed when traveling through the section and gradient information of the map of the section from the average traveling power required when traveling through the section exceeds the first threshold value, updating the evaluated traveling distance by adding the distance of the section to the evaluated traveling distance, and storing information representing the traveling load of the section; 2. The hybrid vehicle according to claim 1, wherein the control device deletes information representing the road load for the entire traveled section when the evaluation travel distance exceeds the second threshold value after the travel ends or after the ignition is turned off.

6. 6. The hybrid vehicle according to claim 2, wherein the control device updates the evaluated travel distance only when the gradient based on gradient information of the map of the section is within a certain range.

7. The control device updates the evaluated traveling distance by adding the distance of the section to the evaluated traveling distance each time the vehicle travels through one section, if a value obtained by subtracting an average value of the traveling speed when traveling when the accelerator opening is a certain value or less and the brakes are not being operated from an average value of the traveling power required for traveling through the section when the accelerator opening is a certain value or less and the brakes are not being operated and the estimated traveling power calculated from gradient information of a map for the section exceeds the first threshold value.

8. The hybrid vehicle according to any one of claims 2 to 5, wherein the second threshold value when the traveled section includes a highway is smaller than the second threshold value when the traveled section does not include a highway.

9. The hybrid vehicle includes: Each of the vehicles further includes a road load database storing a plurality of records each including road load data for a section and a number of times the section is passed through; The control device updates the road load data of the section stored in the road load database by weighting and adding the information representing the road load of the stored section and the road load data of the section stored in the road load database based on the number of times the section stored in the road load database is passed through.

10. 10. The hybrid vehicle according to claim 9, wherein the control device updates the evaluation travel distance only when the number of times the vehicle has passed through the section stored in the travel load database is equal to or less than a certain value.

11. 10. The hybrid vehicle according to claim 9, wherein when the number of times the vehicle has passed through the section stored in the running load database exceeds a certain value, the control device stores information representing the running load of the section, regardless of the average value of the running power required when traveling through the section and the magnitude of the estimated running power.

Images