Hybrid Vehicles

Abstract

To more properly generate a travel support plan even in a case where a load weight, the number of occupants and a degree of acceleration-deceleration are different.SOLUTION: On the basis of sectional average load and sectional consumption energy in each travel section of a travel route and a battery residual amount, a travel support plan in which either of travel modes including a CD mode and a CS mode is assigned is generated to execute travel support control for traveling in accordance with the generated plan. When a predetermined condition is established while the travel support control is executed, a sectional average load for each travel section yet to travel is corrected on the basis of a difference between an actual average load for each travel section that has been traveled in and a sectional average load; a travel support plan for each travel section yet to travel in is generated by using the corrected sectional average load; and travel support control is executed on the basis of the generated travel support plan.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that runs according to a driving support plan generated for a driving route. [Background technology]

[0002] Conventionally, as this type of hybrid vehicle, a vehicle that generates a driving support plan in which one of driving modes including CD mode and CS mode is assigned to each driving section of a planned driving route from the current location to the destination and drives according to the driving support plan has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when driving according to the driving support plan, when the energy consumed in each driving section is integrated from the destination to the current location, if there is a driving section where the sign of the integrated value changes from negative to positive, the driving section immediately before the driving section where the consumed energy is the first negative on the destination side from the driving section closest to the current location where the sign changes from negative to positive is set as the control end section, and a driving support plan is generated for the section from the current location to the control end section. This allows the battery power to be used more appropriately until the destination. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-125000 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned hybrid vehicle, there are cases where the vehicle cannot travel according to the driving support plan due to the load, number of passengers, degree of acceleration / deceleration, etc. Since the energy consumption in each driving section is set based on past driving, etc., the actual energy consumption in each driving section differs from the planned energy consumption due to the difference in the load, number of passengers, degree of acceleration / deceleration at that time. As a result, the vehicle cannot travel according to the driving support plan.

[0005] The main object of the hybrid vehicle of the present invention is to generate a driving support plan more appropriately even when the load, number of passengers, and degree of acceleration and deceleration are different. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the hybrid vehicle of the present invention employs the following means.

[0007] The hybrid vehicle of the present invention is A hybrid vehicle comprising an engine, a motor, a battery, a navigation system that provides route guidance for a driving route from a current location to a destination, and a control device that generates a driving assistance plan for each driving section of the driving route, the driving assistance plan assigning one of a CD mode and a CS mode to each driving section based on an average section load when traveling through each driving section, a section consumption energy required to travel through each driving section, and a remaining charge of the battery, and that executes driving assistance control for driving in accordance with the driving assistance plan, When a predetermined condition is satisfied while the driving assistance control is being executed, the control device corrects a section average load of each untraveled driving section of the driving route based on a difference between an actual average load of each driving section that has been completed and a section average load of the corresponding driving section, generates the driving assistance plan for each untraveled driving section of the driving route using the corrected section average load, and executes driving assistance control based on the generated driving assistance plan. It is characterized by:

[0008] In the hybrid vehicle of the present invention, a driving support plan is generated for assigning one of the driving modes including the CD mode and the CS mode to each driving section of the driving route based on the section average load when driving each driving section, the section consumption energy required for driving each driving section, and the remaining battery power, and driving support control is executed to drive according to the generated driving support plan. When a predetermined condition is established during the driving support control, the section average load of each untraveled driving section of the driving route is corrected based on the difference between the actual average load of each driving section that has been completed and the section average load of the corresponding driving section, and a driving support plan is generated for each untraveled driving section of the driving route using the corrected section average load, and driving support control is executed based on the generated driving support plan. That is, the section average load is corrected based on the difference between the actual average load of each driving section and the section average load of each driving section, and the driving support plan is regenerated for each untraveled driving section using the corrected section average load. This makes it possible to generate a driving support plan more appropriately even when the load, the number of passengers, and the degree of acceleration and deceleration are different. The specified conditions are conditions for re-planning the driving assistance plan, and can include, for example, a condition of completing driving a specified number of driving sections, a condition of driving a specified distance, or a condition of driving for a specified period of time. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 according to 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] 13 is a flowchart illustrating an example of a driving support plan generating process. [Figure 4] FIG. 11 is an explanatory diagram showing an example of how the section average load P(n) is corrected when a predetermined condition is met upon completion of traveling in a traveling segment (i). [Diagram 5] 10 is a flowchart showing an example of a driving support control according to a modified example. [Figure 6] FIG. 11 is an explanatory diagram showing an example of how the section average vehicle speed V(n) is corrected when a predetermined condition is met upon completion of travel in a travel segment (i). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0011] FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as the central block. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the embodiment runs by switching between a CD mode (Charge Depleting mode) in which electric running is prioritized so as to reduce the charge storage ratio SOC of the battery 40, and a CS mode (Charge Sustaining mode) in which electric running and hybrid running are used in combination so as to maintain the charge storage ratio SOC of the battery 40 at a target ratio. The electric running mode is a mode in which the vehicle runs only with power from the motor MG with the engine EG stopped, and the hybrid running mode is a mode in which the engine EG is operated and the vehicle runs with power from the engine EG and power from the motor MG.

[0012] 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] The hybrid ECU 50 is configured as a microcomputer centered around 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 for 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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).

[0024] 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.

[0025] 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 from the road traffic information obtained from the traffic information management center 100, as well as 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. When it is possible to execute driving assistance control, the hybrid ECU 50 generates a driving assistance plan for driving by assigning either the CD mode or the CS mode to the driving mode of each section of the route using the look-ahead information received from the navigation system 80, and executes the driving assistance plan.

[0026] When the navigation system 80 obtains map update information contained in the map information from the traffic information management center 100, it displays a "Map update" item on the display unit 82 and makes an announcement such as "The map information update is ready. Please press the map update button." When the "Map update" item is operated in response to such a map update notification, the navigation system 80 communicates with the traffic information management center 100 via the DCM 70, obtains the map information related to the update, and stores it in the map information database 84. During this map update, an announcement is made such as "Some functions will be stopped when updating the map information."

[0027] The navigation system 80 counts a survival counter Cnb, which is incremented by one at predetermined time intervals to inform the hybrid ECU 50 and the like that the system is operating normally. The hybrid ECU 50 acquires the survival counter Cnb from the navigation system 80 at regular time intervals and confirms that the navigation system 80 is operating normally. Meanwhile, the hybrid ECU 50 counts a survival counter Chv, which is incremented by one at predetermined time intervals to inform the navigation system 80 and the like that the unit is operating normally. The navigation system 80 acquires the survival counter Chv from the hybrid ECU 50 at regular time intervals and confirms that the hybrid ECU 50 is operating normally.

[0028] An operation of the hybrid vehicle 20 thus configured, particularly an operation during driving support control, will be described. Fig. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This flowchart is executed when a destination is set, etc.

[0029] 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 a destination is not set, the driving support control cannot be executed. In addition, when the navigation system 80 has an abnormality or the GPS 22 has an abnormality, the driving support control cannot be executed when the vehicle cannot provide good route guidance. 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.

[0030] When it is determined in step S100 that the driving support control can be executed, it is determined whether the acquisition of the look-ahead information is the first time or whether the look-ahead information transmitted and received from the navigation system 80 has been updated thereafter (step S110). Now, consider the case where step S110 is executed for the first time, and therefore the acquisition of the look-ahead information is the first time. In this case, a positive determination is made in step S110, and the look-ahead information is acquired (step S120). As described above, the look-ahead information includes information on each driving section in the driving route among the road traffic information acquired from the traffic information management center 100, information on the driving load, and load information required to travel each driving section that is generated based on the vehicle speed, the driving power of the vehicle, the driving mode of the vehicle, etc. Then, a driving support plan generation process is executed based on the look-ahead information (step S130). An example of the driving support plan generation process is shown in FIG. 3.

[0031] In the driving support plan generation process, 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) are calculated (step S200). The energy consumption E(n) of each driving section can be calculated by E(n)=P(n)×L(n) / V(n) using the section average load P(n) when driving each driving section, the average vehicle speed V(n) when driving each driving section, and the driving distance L(n) of each driving section. The section average load P(n) is the average load (power) in the driving section, and can be a value determined based on a criterion such as whether the driving section is in an urban area, a suburban area, or a mountainous area, or a value calculated based on the actual average load Pa(n) when the driving section was driven in the past.

[0032] Next, it is determined whether the total energy Esum is greater than the remaining charge of the battery 40 (step S210). The remaining charge of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the power storage ratio SOC. When it is determined that the total energy Esum is equal to or less than the remaining charge of the battery 40, the CD mode is assigned to all the travel sections (step S220), and this is set as the travel support plan and this process is terminated. When it is determined that the total energy Esum is greater than the remaining charge of the battery 40, the travel sections are rearranged in ascending order of section average load P(n) (step S230), and are assigned to the CD mode in descending order of section average load P(n) until the sum of the consumed energy E(n) 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 S240), and this is set as the travel support plan and this process is terminated.

[0033] When the driving support plan is generated in this way, it is determined whether or not a predetermined condition is satisfied (step S140). Here, the predetermined condition is a condition for re-planning the driving support plan, and can be, for example, a condition that driving of a predetermined number of driving sections is completed, a condition that a predetermined distance is driven, or a condition that a predetermined time is driven. Since it is assumed that step S110 is executed for the first time, it is determined that the predetermined condition is not satisfied. In this case, the driving mode is controlled according to the driving support plan of the assigned mode, and the effect of the driving support control (control effect) is accumulated (step S180). The control effect can be, for example, a driving distance and a driving time by motor driving during driving support control, a driving distance and a driving time by hybrid driving, and an actual energy consumption actually consumed for driving each driving section. The accumulated control effect is stored in a flash memory (not shown) of the hybrid ECU 50, and is notified by displaying, for example, "motor driving xx km, hybrid driving xx km" on a display device 66 incorporated in an installation panel in front of the driver's seat when the destination is reached.

[0034] Then, it is determined whether or not the end condition of the driving support control is satisfied (step S190). Examples of the end condition of the driving support control include when the destination is reached, when the remaining amount of the battery 40 is changed due to charging or the like, and when an operation to end the driving support control is performed by the driver or the like. Since it is assumed that step S110 is executed for the first time, it is determined that the end condition of the driving support control is not satisfied, and the process returns to the process of determining whether or not the driving support control can be executed in step S100. Note that when it is determined that the end condition of the driving support control is satisfied, the driving support control is terminated. When the remaining amount of the battery 40 is changed due to charging or the like, the driving support control is terminated, but when new driving support control is to be started, this routine is executed again.

[0035] Next, a case where the pre-read information has been updated will be considered. In this case, the process is the same as when the pre-read information is obtained for the first time (when step S110 is executed for the first time).

[0036] Next, consider a case where it is determined in step S140 that a predetermined condition is satisfied while the processes of steps S110 to S190 are being repeatedly executed. In this case, first, the difference ΔP(n) (Pa(n)-P(n)) between the actual average load (actual average load) Pa(n) in each travel section that has been completed in the travel route and the section average load P(n) of each corresponding travel section is calculated, and the average of these differences (average difference) ΔAP is calculated (step S150). Next, the section average load P(n) is corrected by multiplying the correction coefficient k by the average difference ΔAP and adding it to the section average load P(n) of each travel segment, and the corrected section average load P(n) is stored (step S160). Here, the correction coefficient k can be set arbitrarily within the range of 0 to 1. Then, the driving support plan from that point to the destination is re-planned (regenerated) by the driving support plan generation process shown in Fig. 3 using the corrected section average load P(n) (step S170), the driving mode is controlled according to the re-planned (regenerated) driving support plan, and the effect (control effect) of the driving support control is accumulated (step S180), and it is determined whether or not the end condition of the driving support control is satisfied (step S190). In this way, when the predetermined condition is satisfied, the section average load P(n) is corrected based on the actual average load Pa(n) of each driving section that has completed driving, the driving support plan is re-planned using the corrected section average load P(n), and thereafter, the driving mode is controlled according to the re-planned driving support plan. Therefore, even if the load, the number of passengers, or the degree of acceleration / deceleration are different, the driving support plan after the satisfaction of the predetermined condition can be made more appropriate.

[0037] FIG. 4 shows an example of how the section average load P(n) is corrected when a predetermined condition is met when traveling in travel segment (i) is completed. The difference ΔP(1~i) between the section average load P(1~i) for travel segments (1) to (i) and the actual average load Pa(1~i) is calculated, and the average difference ΔAP is calculated as the average of the differences ΔP(1~i). The section average load P(n) is then corrected by multiplying the average difference ΔAP by a correction coefficient k and adding the result to the section average load P(n) for each travel segment. In FIG. 4, the section average load P(n) is corrected with the correction coefficient k=0.7 and the average difference ΔAP set to 0.5.

[0038] In the hybrid vehicle 20 of the embodiment described above, when a predetermined condition is satisfied while a driving support plan is generated and the driving mode is controlled in accordance with the driving support plan, the section average load P(n) is corrected based on the actual average load Pa(n) of each driving section that has been completed, the driving support plan is re-planned using the corrected section average load P(n), and the driving mode is controlled in accordance with the re-planned driving support plan. This makes it possible to make the driving support plan more appropriate after the satisfaction of the predetermined condition even if the load, number of passengers, or degree of acceleration / deceleration are different.

[0039] In the hybrid vehicle 20 of the embodiment, when a predetermined condition is satisfied while a driving support plan is generated and a driving mode is controlled according to the driving support plan, the section average load P(n) is corrected based on the actual average load Pa(n) of each driving section that has been completed. However, the section average vehicle speed V(n) may be corrected based on the actual average vehicle speed Va(n) of each driving section that has been completed. An example of the driving support control in this case is shown in FIG. 5. The driving support control in FIG. 5 is the same as the driving support control in FIG. 2 except for steps S150 and S160 in the driving support control shown in FIG. 2. In the driving support control in FIG. 5, when it is determined that a predetermined condition is satisfied in step S140, the difference ΔV(n) (Va(n)-V(n)) between the actual average vehicle speed (actual average vehicle speed) Va(n) in each driving section that has been completed among the driving routes and the section average vehicle speed V(n) of the corresponding driving section is calculated, and the average (average difference) ΔAV of this difference is calculated (step S150B). Next, the section average vehicle speed V(n) is corrected by multiplying the correction coefficient k by the average difference ΔAV and adding the result to the section average vehicle speed V(n) of each travel segment, and the corrected section average vehicle speed V(n) is stored (step S160B). FIG. 6 shows an example of how the section average vehicle speed V(n) is corrected when a predetermined condition is met when travel in the travel segment (i) is completed. The difference ΔV(1-i) between the section average vehicle speed V(1-i) from the travel segments (1) to (i) and the actual average vehicle speed Va(1-i) is calculated, and the average difference ΔAV is calculated as the average of the differences ΔV(1-i). Then, the section average vehicle speed V(n) is corrected by multiplying the correction coefficient k by the average difference ΔAV and adding the result to the section average vehicle speed V(n) of each travel segment. In FIG. 6, the section average vehicle speed V(n) is corrected with the correction coefficient k=0.7 and the average difference ΔAV set to -3. Then, using the corrected section average vehicle speed V(n), a driving support plan from that point to the destination is re-planned (regenerated) by the driving support plan generation process shown in FIG. 3 (step S170).As described above, the energy consumption E(n) for each driving section is calculated as E(n) = P(n) × L(n) / V(n). Therefore, by correcting the section average vehicle speed V(n) based on the actual average vehicle speed Va(n) for each driving section that has been completed, and replanning the driving support plan using the corrected section average vehicle speed V(n), it is possible to make the driving support plan more appropriate after the specified conditions are met.

[0040] 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.

[0041] 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 and the navigation system 80 correspond to the "control device".

[0042] 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.

[0043] 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]

[0044] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0045] 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

[Claim 1] A hybrid vehicle comprising an engine, a motor, a battery, a navigation system that provides route guidance for a driving route from a current location to a destination, and a control device that generates a driving support plan for each driving section of the driving route, the driving support plan assigning one of a CD mode and a CS mode to each driving section based on an average section load when traveling through each driving section, a section consumption energy required for traveling through each driving section, and a remaining charge of the battery, and that executes driving support control for driving in accordance with the driving support plan, Each time a predetermined condition is met, which is one of a condition that driving of a predetermined number of driving sections is completed while the driving assistance control is being executed, a condition that a predetermined distance has been driven, and a condition that driving for a predetermined time is executed, the control device corrects a section average load of each undriven driving section of the driving route based on a difference between an actual average load of each driving section of the driving route that has been driven and a section average load of each corresponding driving section, generates the driving assistance plan for each undriven driving section of the driving route using the corrected section average load, and executes driving assistance control based on the generated driving assistance plan. A hybrid vehicle characterized by:

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