Hybrid vehicle driving assistance control device

Abstract

To realize more suitable control over a congestion and a downhill in an estimated route estimated for a travel.SOLUTION: A travel support apparatus executes travel support control to generate, for a travel, a travel support plan in which a travel mode is allocated to each travel section on the basis of read-in-advance information generated for a travel route. In a case where an adjustment-target travel road, such as a congestion and a downhill, is found in the travel route on the basis of the read-in-advance information, requiring an adjustment for charge ratios of a battery, the travel support apparatus executes charge ratio adjustment control up to the adjustment-target travel road. Even in a case where a travel route is not set, an adjustment-target travel road is searched for on the basis of read-in-advance information generated for an estimated route estimated to travel, and, if the adjustment-target travel road is found, the charge ratio adjustment control is executed up to the adjustment-target travel road. In this event, different search ranges are applied to searching for a congestion and a downhill in the estimated route.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] Conventionally, a driving support control device for this type of hybrid vehicle has been proposed that extracts sections corresponding to congestion or downhill sections on the driving route from the current location to the destination (for example, see Patent Document 1). When sections corresponding to congestion or downhill sections are extracted, this device determines the battery's charge ratio SOC (start SOC) at the start of each section, and controls the battery's charge ratio SOC to be the start SOC at the start point of each section. This improves the fuel efficiency of the hybrid vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-6047 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned hybrid vehicle, when a driving route from a current location to a destination is not set, traffic jams and downhill slopes cannot be extracted. Even if a driving route is not set, the driving route can be estimated to some extent, but if control is executed for traffic jams and downhill slopes extracted from the estimated driving route and the vehicle does not travel along the estimated driving route, the execution of control may cause the driver to feel uncomfortable.

[0005] A main object of the hybrid vehicle cruise assist control device of the present invention is to perform more appropriate control in response to traffic congestion and downhill slopes on an estimated route along which the vehicle is estimated to travel. [Means for solving the problem]

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

[0007] The first hybrid vehicle driving assistance control device of the present invention comprises: A driving assistance control device for a hybrid vehicle, comprising an engine, a motor, a battery, and a navigation system that provides route guidance for a driving route from a current location to a destination, and when an adjustment target driving route is searched for on the driving route where an adjustment of a power storage ratio of the battery is actively required due to congestion or a downhill slope based on look-ahead information generated for the driving route, the control device executes a power storage ratio adjustment control to the adjustment target driving route, When the travel route is not set, the adjustment target route is searched for based on look-ahead information generated for an estimated route along which travel is estimated, and when the adjustment target route is searched for, the power storage ratio adjustment control is executed up to the adjustment target route, The search ranges for the congestion search and the downhill search for the estimated route are different. It is characterized by:

[0008] In the driving assistance control device for the first hybrid vehicle of the present invention, when a route to be adjusted is searched for that requires active adjustment of the battery's charge storage ratio due to congestion or a downhill slope on the driving route based on the look-ahead information generated for the driving route from the current location to the destination, the storage ratio adjustment control is executed up to the adjustment target route. When congestion is searched for as the adjustment target route, the storage ratio adjustment control is executed to increase the battery's charge storage ratio SOC up to the start point of the congestion, and when a downhill slope is searched for as the adjustment target route, the storage ratio adjustment control is executed to decrease the battery's charge storage ratio SOC up to the start point of the downhill slope. When the driving route is not set, the route to be adjusted is searched for based on the look-ahead information generated for the estimated route on which driving is estimated, and when the adjustment target route is searched, the storage ratio adjustment control is executed up to the adjustment target route. At this time, the search range is different for the search for congestion and the search for a downhill slope on the estimated route. This allows the search range to be set according to the state of the driving route on the estimated route (congestion or a downhill slope), and the storage ratio adjustment control can be executed more appropriately when the adjustment target route is searched. As a result, more appropriate control can be performed with respect to congestion or downhill slopes on the estimated route. Note that the look-ahead information may be generated by the navigation system or the driving assistance control device.

[0009] In the driving assistance control device for a first hybrid vehicle of the present invention, the search range for congestion on the estimated route may be narrower than the search range for downhill sections on the estimated route. When congestion is searched for as a road to be adjusted, a control is performed to increase the battery's charge storage ratio SOC by the start point of the congestion as a power storage ratio adjustment control. Since the driver can visually recognize the congestion on the screen of a navigation system, etc., if the search for congestion on the estimated route is inappropriate (for example, if the vehicle does not travel through a congested area), the driver may feel uncomfortable due to the execution of the power storage ratio adjustment control. However, by narrowing the search range for congestion on the estimated route, the degree to which the driver feels uncomfortable due to the execution of the power storage ratio adjustment control can be reduced.

[0010] In the driving assistance control device for a first hybrid vehicle of the present invention, a target power storage ratio of the battery at a start point of congestion in the power storage ratio adjustment control for congestion searched for on the estimated route may be different from a target power storage ratio of the battery at a start point of congestion in the power storage ratio adjustment control for congestion searched for on the driving route. In this case, the target power storage ratio of the battery at a start point of congestion in the power storage ratio adjustment control for congestion searched for on the estimated route may be smaller than the target power storage ratio of the battery at a start point of congestion in the power storage ratio adjustment control for congestion searched for on the driving route. In this way, control can be performed according to the congestion searched for on the driving route and the congestion searched for on the estimated route.

[0011] The second hybrid vehicle driving assistance control device of the present invention comprises: A driving assistance control device for a hybrid vehicle, comprising an engine, a motor, a battery, and a navigation system that provides route guidance for a driving route from a current location to a destination, and when an adjustment target driving route is searched for on the driving route where an adjustment of a power storage ratio of the battery is actively required due to congestion or a downhill slope based on look-ahead information generated for the driving route, the control device executes a power storage ratio adjustment control to the adjustment target driving route, When the travel route is not set, the adjustment target route is searched for based on look-ahead information generated for an estimated route along which travel is estimated, and when the adjustment target route is searched for, the power storage ratio adjustment control is executed up to the adjustment target route, a target power storage ratio of the battery at a start point of a traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the estimated route is different from a target power storage ratio of the battery at a start point of a traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the travel route; It is characterized by:

[0012] In the second hybrid vehicle driving assistance control device of the present invention, when a route to be adjusted that requires active adjustment of the battery's charge storage ratio due to congestion or a downhill slope is searched for based on look-ahead information generated for a driving route from a current location to a destination, a charge storage ratio adjustment control is executed up to the adjustment target route. When congestion is searched for as the adjustment target route, the charge storage ratio SOC of the battery is increased up to the start point of the congestion, and when a downhill slope is searched for as the adjustment target route, the charge storage ratio SOC of the battery is decreased up to the start point of the downhill slope. When a driving route is not set, a route to be adjusted is searched for based on look-ahead information generated for an estimated route on which driving is estimated, and when the adjustment target route is searched for, the charge storage ratio adjustment control is executed up to the adjustment target route. At this time, the target charge storage ratio of the battery at the start point of the congestion in the charge storage ratio adjustment control for the congestion searched for on the estimated route is different from the target charge storage ratio of the battery at the start point of the congestion in the charge storage ratio adjustment control for the congestion searched for on the driving route. This makes it possible to perform control according to congestion searched for on the travel route or congestion searched for on the estimated route, thereby making it possible to perform more appropriate control for congestion or downhill sections on the estimated route.

[0013] In the cruise assist control device for a hybrid vehicle according to the second aspect of the present invention, the target power storage ratio of the battery at a start point of a traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the estimated route may be set to be smaller than the target power storage ratio of the battery at a start point of a traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the traveling route. In this way, control can be performed according to the traffic jam searched for on the traveling route or the traffic jam searched for on the estimated route. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of a driving assistance control device for a hybrid vehicle 20 as an embodiment of the present invention, with a hybrid ECU 50 at the center as a block. [Diagram 2]4 is a flowchart showing an example of driving support control executed by a hybrid ECU 50. [Diagram 3] 13 is a flowchart showing an example of a pre-reading information generating and transmitting process executed by a navigation system 80. [Figure 4] 4 is a flowchart showing an example of a driving support plan creation process executed by a hybrid ECU 50. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Next, a mode for carrying out the present invention will be described using an embodiment. FIG. 1 is a block diagram showing an example of the configuration of a driving assistance control device of a hybrid vehicle 20 as an embodiment of the present invention, with a hybrid electronic control unit (hereinafter referred to as hybrid ECU) 50 as a central block. The electronic control unit 50 corresponds to the driving assistance control device. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as a power source. The hybrid vehicle 20 of the embodiment runs by switching between a CD mode (Charge Depleting mode) in which electric driving is prioritized so as to reduce the storage ratio SOC of the battery 40, and a CS mode (Charge Sustaining mode) in which electric driving and hybrid driving are used in combination so as to maintain the storage ratio SOC of the battery 40 at a target ratio. The electric driving mode is a mode in which the vehicle runs only with power from the motor MG while the operation of the engine EG is stopped, and the hybrid driving mode is a mode in which the vehicle runs with power from the engine EG and power from the motor MG by operating the engine EG.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] The hybrid ECU 50 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, is equipped with a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. The hybrid ECU 50 sets a driving mode, and sets a target operating point (target rotation speed and target torque) of the engine EG and a torque command of the motor MG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output limit and input limit from the battery actuator 38. The hybrid ECU 50 does not start up when the accessory is on, but starts up when the ready is on.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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).

[0028] 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.

[0029] When performing route guidance, the navigation system 80 generates, as look-ahead information, information on each traveling section in the traveling route and information on the traveling load among the road traffic information acquired from the traffic information management center 100 (or at predetermined time intervals), and load information required for traveling each traveling section based on the vehicle's speed, the vehicle's traveling power, the vehicle's traveling mode, etc., and transmits the look-ahead information to the hybrid ECU 50. The look-ahead information includes vehicle information such as the vehicle's position, vehicle speed, traveling power, and traveling mode, information on current and future traffic congestion, information on the current average vehicle speed and predicted future average vehicle speed in sections on the traveling route, information on traffic regulations, information on weather, information on road surface conditions, information on maps, and the like.

[0030] The operation of the hybrid vehicle 20 thus configured will be described below. Fig. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. This flowchart is executed after the ignition switch 21 is turned on.

[0031] In the driving support control, first, it is determined whether or not driving support control can be executed (step S100). When route guidance cannot be performed satisfactorily, such as when an abnormality occurs in the navigation system 80 or the GPS 22, driving support control cannot be executed. When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and even when driving in the CD mode, the engine EG may be started frequently, making it impossible to drive in the CD mode appropriately. In step S100, it is determined whether or not driving support control can be executed due to such circumstances. When it is determined in step S100 that driving support control cannot be executed, the vehicle waits until driving support control can be executed.

[0032] When it is determined in step S100 that the driving support control can be executed, it is determined whether the look-ahead information transmitted from the navigation system 80 has been updated (step S110). When it is determined that the look-ahead information has been updated, the look-ahead information is acquired (step S120), the value of the route guidance flag F is checked (step S130), and when the route guidance flag F is value 1, that is, when a destination is set and a driving route from the current location to the destination is set, a driving support plan creation process is executed to create a driving support plan (step S140). The look-ahead information is generated and transmitted by a look-ahead information generation and transmission process executed by the navigation system 80. An example of the look-ahead information generation and transmission process is shown in FIG. 3. An example of the driving support plan creation process is shown in FIG. 4. The explanation of the driving support control is interrupted, and the look-ahead information generation and transmission process and the driving support plan creation process are explained in order. In addition, when it is determined in step S110 that the look-ahead information has not been updated, the look-ahead information is not acquired and a driving support plan is not created, and when it is determined in step S130 that the route guidance in progress flag F has a value of 0, a driving support plan is not created.

[0033] In the look-ahead information generating and transmitting process of FIG. 3, first, it is determined whether or not a destination is set, that is, whether or not a driving route from the current location to the destination is set (step S300). When it is determined that a destination is set (a driving route is set), look-ahead information of a certain distance from the vehicle along the driving route is generated (step S310), and the route guidance flag F is set to a value of 1 (step S320). Here, 10 km, 20 km, etc. can be used as the certain distance. On the other hand, when it is determined that a destination is not set (a driving route is not set), look-ahead information of a certain distance from the vehicle along an estimated route is generated (step S330), and the route guidance flag F is set to a value of 0 (step S340). The estimated route is a route that is estimated to travel along the traveling direction of the vehicle, and can be, for example, all routes within a certain distance from the current location including right and left turns, or all routes within a certain distance in the straight direction of the road on which the vehicle is traveling and within a predetermined distance of roads that intersect the road on which the vehicle is traveling. Therefore, when traveling on a main road, not only the route on the main road is applicable, but also the route on the road intersecting the main road up to a predetermined distance (for example, 1 km or 2 km) from the intersection of the main road. Then, after waiting for a predetermined time to elapse (step S360), it is determined whether or not the end condition of the driving support control is established (step S370). The predetermined time is an interval (for example, 3 minutes or 5 minutes) at which the navigation system 80 communicates with the traffic information management center 100 to obtain road traffic information, or a longer time. Examples of the control end condition include when the destination is reached, when the remaining amount of the battery 40 is changed due to charging, or when the ignition switch 21 is turned off. When it is determined that the control end condition is not established, the process returns to the process of determining whether or not the destination is set in step S300. When it is determined that the control end condition is established, data such as the look-ahead information is cleared (deleted) (step S380), and this process is terminated.

[0034] In the driving support plan creation process of FIG. 4, first, the energy consumption E(n) of each driving section of the driving route from the current location to the control end section (destination) and the total energy Esum as the sum of the energy consumption E(n) of each driving section are calculated (step S400). The energy consumption E(n) of each driving section can be determined based on criteria such as whether the driving section is in an urban area, a suburban area, or a mountainous area. Next, the air conditioner consumption energy Eac is calculated (step S410). In the embodiment, the air conditioner consumption energy Eac is calculated by multiplying the power consumption of the air conditioner at that time, the predetermined power consumption, the maximum power consumption of the air conditioner, etc. by a predetermined time (the time required to drive 10 km or 15 km). Then, it is determined whether the total energy Esum plus the air conditioner consumption energy Eac is greater than the remaining amount of the battery 40 (step S420). The remaining amount of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the power storage ratio SOC. If it is determined that the total energy Esum plus the air conditioner consumed energy Eac is equal to or less than the remaining charge of the battery 40, the CD mode is assigned to all travel sections (step S430). If it is determined that the total energy Esum plus the air conditioner consumed energy Eac is greater than the remaining charge of the battery 40, the travel sections are rearranged in order of lowest road load (average load within the section) (step S440), and the travel sections are assigned to the CD mode in order of lowest road load until the sum of the consumed energy En of the assigned travel sections exceeds the remaining charge of the battery 40, and the remaining travel sections are assigned to the CS mode (step S450). That is, the CD mode and the CS mode are assigned to the travel route on the condition that the total energy Esum plus the air conditioner consumed energy Eac is greater than the remaining charge of the battery 40.

[0035] Returning to the description of the driving support control in FIG. 2, after the processing of steps S110 to S140, the value of the route guidance in progress flag F is checked (step S150). When the route guidance in progress flag F is set to a value of 1 (when a driving route is set), a target congestion or a target downhill slope is searched for on the driving route based on the look-ahead information (steps S160, S170). As the target congestion, a driving road in a state where the average vehicle speed is equal to or less than a threshold vehicle speed (e.g., 10km or 15km) and continues for a threshold distance (e.g., 1km or 2km) or more can be used. As the target downhill slope, a driving road in a state where the downward gradient is equal to or more than a threshold gradient (e.g., 2% or 3%) and continues for a threshold distance (e.g., 1km or 2km) or more can be used. On the other hand, when the route guidance flag F is set to 0 in step S150 (when the driving route is not set), a target traffic jam within a first predetermined distance α km from the vehicle is searched for along an estimated route that is estimated based on the look-ahead information (step S180), and a target downhill slope within a second predetermined distance β km from the vehicle is searched for (step S190). The first predetermined distance α can be, for example, 5 km or 10 km, and the second predetermined distance β can be, for example, 10 km or 15 km. In the embodiment, the first predetermined distance α is smaller than the second predetermined distance β, that is, the search range of the target traffic jam when the route guidance flag F is set to 0 (when the driving route is not set) is narrower than the search range of the target downhill slope. This is based on the following reason. The power storage ratio adjustment control for the target traffic jam is a control that increases the frequency of operating the engine EG in order to increase the power storage ratio SOC of the battery 40. When the vehicle does not travel along the estimated route, it may not travel through the target traffic jam. In this case, the engine EG is operated unnecessarily, causing the driver to feel uncomfortable. In order to reduce the frequency of such discomfort, the search range for the target traffic jam on the estimated route is narrowed. In addition, the search range for the target traffic jam on the travel route is the range of the look-ahead information, and therefore is wider than the search range for the target traffic jam on the estimated route. The reason for this is the same.

[0036] Next, it is determined whether a target traffic jam or a target downhill has been searched for (step S200). When it is determined that a target traffic jam or a target downhill has been searched for, the control start timing is waited for and the power storage ratio adjustment control is started (steps S210, S220). The control start timing can be a timing when the target traffic jam or the target downhill has been reached a predetermined distance (for example, 3 km, 5 km, or 10 km) before. In this case, the control start timing can be different depending on the target traffic jam or the target downhill, or different depending on whether a travel route is set or not. The power storage ratio adjustment control can be a control to increase the power storage ratio SOC of the battery 40 in the case of a target traffic jam, for example, a control to make the power storage ratio SOC of the battery 40 at the start point of the target traffic jam a predetermined target SOC (75% or 80%, for example). It is preferable to make the target SOC smaller when a destination is not set compared to when a destination is set (when a travel route is set). This is for the following reasons. When the travel route is not set, there are cases where the target traffic jam on the estimated route is not traveled. In this case, the unnecessary operation of the engine EG due to the power storage ratio adjustment control gives the driver a sense of discomfort. By making the target SOC in the target traffic jam on the estimated route smaller than the target SOC in the target traffic jam on the travel route, the degree of the above-mentioned sense of discomfort can be reduced. In addition, in the case of a target downhill, the power storage ratio adjustment control can use a control that reduces the power storage ratio SOC of the battery 40, for example, a control that makes the power storage ratio SOC of the battery 40 at the start point of the target downhill become a predetermined target SOC (30% or 35%, etc.). When the power storage ratio adjustment control is started, the power storage ratio adjustment control is ended after waiting for the control end timing to be reached (steps S230, S240). The control end timing can be the timing when the start point of the target traffic jam or the target downhill is reached, or the timing when the power storage ratio SOC of the battery 40 reaches a target value. Note that the power storage ratio adjustment control is not executed when it is determined that the target traffic jam or the target downhill has not been searched.

[0037] After the processing of steps S200 to S240, the value of the route guidance flag F is checked (step S250). When it is determined that the route guidance flag F is a value of 1, the driving mode is controlled according to the driving support plan and the effect of the driving support control (control effect) is accumulated (step S260). When the power storage ratio adjustment control is being executed, the power storage ratio adjustment control is executed in preference to the driving mode according to the driving support plan. Examples of the control effect include the driving distance and driving time by the motor driving during the driving support control, and the driving distance and driving time by the hybrid driving. The accumulated control effect is stored in a flash memory (not shown) of the hybrid ECU 50, and is notified by displaying "motor driving xx km, hybrid driving xx km" on the display device 66 built into the installation panel in front of the driver's seat when the destination is reached. When it is determined that the route guidance flag F is a value of 0 in step S250, the driving support plan has not been created, so that the driving mode is not controlled according to the driving support plan.

[0038] Then, it is determined whether or not the control end condition is satisfied (step S270). If it is determined that the control end condition is not satisfied, the process returns to the process of determining whether or not the driving support control can be executed in step S100. If it is determined that the control end condition is satisfied, the driving support control is terminated. Note that, if the remaining amount of the battery 40 has changed due to charging or the like, the driving support control is terminated, but if new driving support control is to be started, this routine is executed again.

[0039] Now, consider a case where a destination is set and a driving route from a current location to the destination is set. In this case, in the driving support control, look-ahead information along the driving route is acquired every time the look-ahead information is updated, and a driving support plan is created based on the look-ahead information (steps S110 to S140). Next, a target traffic jam or a target downhill slope on the driving route is searched for, and when it is found, the power storage ratio adjustment control is started at the control start timing, and the power storage ratio adjustment control is ended at the control end timing (steps S200 to S240). When the power storage ratio adjustment control is being executed, the power storage ratio adjustment control is executed in priority to the driving mode according to the driving support plan. Until the control start timing or after the power storage ratio adjustment control is ended, the driving mode is controlled according to the driving support plan (step S260). When the target traffic jam or the target downhill slope is not searched for, the power storage ratio adjustment control is not executed, and the driving mode is controlled according to the driving support plan (step S260).

[0040] Next, consider the case where the destination is not set (the driving route to the destination is not set). In this case, in the driving support control, the look-ahead information along the estimated route is acquired every time the look-ahead information is updated, but the driving support plan is not created. Next, the estimated route is searched for a target congestion within a range of a first predetermined distance α from the vehicle, and a target downhill slope is searched for within a range of a second predetermined distance β. When the target congestion is found, the power storage ratio adjustment control is started at the control start timing, and the power storage ratio adjustment control is ended at the control end timing (steps S200 to S240). Until the control start timing or after the power storage ratio adjustment control is ended, the vehicle travels by electric driving or HV driving according to the accelerator opening and vehicle speed. When the target congestion or the target downhill slope is not searched for, the vehicle travels by electric driving or HV driving without executing the power storage ratio adjustment control.

[0041] In the driving assistance control device of the hybrid vehicle 20 of the embodiment described above, when the destination is not set (when the driving route to the destination is not set), the target traffic jam is searched for within a range of a first predetermined distance α from the vehicle based on the look-ahead information generated according to the estimated route on which driving is estimated, and the target downhill slope is searched for within a range of a second predetermined distance β. Then, when the target traffic jam or the target downhill slope is searched for, the power storage ratio adjustment control is started at the control start timing, and the power storage ratio adjustment control is ended at the control end timing. This makes it possible to perform more appropriate control for traffic jams and downhill slopes on the estimated route on which driving is estimated. In particular, by making the search range (first predetermined distance α) when searching for the target traffic jam narrower than the search range (second predetermined distance β) when searching for the target downhill slope, it is possible to suppress the driver from feeling uncomfortable due to unnecessary operation of the engine EG that occurs when not driving through the target traffic jam. Moreover, by making the search range (first predetermined distance α) when searching for the target congestion on the estimated route narrower than the search range (range of look-ahead information) when searching for the target congestion on the travel route, it is possible to suppress the driver from feeling uncomfortable due to unnecessary operation of the engine EG that occurs when not traveling through the target congestion. Furthermore, the target SOC that is the target value of the power storage ratio SOC of the battery 40 at the start point of the target congestion on the estimated route is made smaller than the target SOC that is the target value of the power storage ratio SOC of the battery 40 at the start point of the target congestion on the travel route. This makes it possible to suppress the degree to which the driver feels uncomfortable due to the power storage ratio adjustment control that occurs when not traveling through the target congestion on the estimated route.

[0042] 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.

[0043] In the driving support control device of the hybrid vehicle 20 in the embodiment, a driving support plan is generated to assign a driving mode including a CD mode and a CS mode to each driving segment of the driving route from the current location to the destination, and driving support control is performed to drive according to the driving support plan, but such a driving support plan may not be generated. In other words, the driving support control device may be applied to a device that can only set a driving route from the current location to the destination.

[0044] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "battery", and the hybrid ECU 50 corresponds to the "drive assistance control device".

[0045] 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.

[0046] 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]

[0047] The present invention can be used in the manufacturing industry of driving assistance control devices for hybrid automobiles. [Explanation of symbols]

[0048] 20 hybrid vehicle, 21 ignition switch, 22 GPS, 24 in-vehicle camera, 26 millimeter wave radar, 28 acceleration sensor, 30 vehicle speed sensor, 32 accelerator sensor, 34 brake sensor, 36 mode change switch, 38 battery actuator, 40 battery, 42 air conditioner electronic control unit (air conditioner ECU), 44 air conditioner compressor, 50 hybrid electronic control unit (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 67 driving status indicator, 68 meter, 70 DCM, 80 navigation system, 82 display unit, 84 map information database, 100 traffic information management center, EG engine, MG motor.

Claims

1. A driving assistance control device for a hybrid vehicle, comprising an engine, a motor, a battery, and a navigation system that provides route guidance for a driving route from a current location to a destination, and when an adjustment target driving route is searched for on the driving route where an adjustment of a power storage ratio of the battery is actively required due to congestion or a downhill slope based on look-ahead information generated for the driving route, the control device executes a power storage ratio adjustment control to the adjustment target driving route, When the travel route is not set, the adjustment target route is searched for based on look-ahead information generated for an estimated route along which travel is estimated, and when the adjustment target route is searched for, the power storage ratio adjustment control is executed up to the adjustment target route, A search range for congestion on the estimated route is narrower than a search range for downhill sections on the estimated route. A hybrid vehicle driving assistance control device comprising:

2. A driving assistance control device for a hybrid vehicle according to claim 1, a target power storage ratio of the battery at a start point of the traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the estimated route is smaller than a target power storage ratio of the battery at a start point of the traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the travel route; A driving assistance control device for hybrid vehicles.

3. A driving assistance control device for a hybrid vehicle according to claim 2, a target power storage ratio of the battery at a start point of the traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the estimated route is smaller than a target power storage ratio of the battery at a start point of the traffic jam in the power storage ratio adjustment control for the traffic jam searched for on the travel route; A driving assistance control device for hybrid vehicles.

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