Hybrid electric vehicle

Abstract

To properly perform coordination of first and second travel support control even if there is a specific section around the destination.SOLUTION: A control device of a hybrid electric vehicle executes: first travel support control that manages a residual amount such that the residual amount of a battery is consumed to be equal to or less than a threshold before a termination margin section where a destination is the terminal by automatically switching between electric travel and hybrid travel on the basis of route information to the destination; and second travel support control that switches between the electric travel and the hybrid travel such that the residual amount necessary for traveling a specific section in the electric travel is secured before entry to the specific section when the specific section where the electric travel is recommended is included in a planned travel route to the destination. When the specific section which at least partially overlaps with the termination margin section exists, the control device sets the termination margin section so as not to overlap with the specific section or does not provide the termination margin section in the first travel support control.SELECTED DRAWING: Figure 3

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a control device for a hybrid vehicle. This control device is configured to assign an HV driving section or an EV driving section to each section on a driving route based on the driving load of each section. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-213638 Summary of the Invention [Problem to be solved by the invention]

[0004] A hybrid electric vehicle may be equipped with the following first and second driving assist controls as driving assist controls for managing the remaining battery charge while traveling to a destination. That is, the first driving assist control automatically switches between electric driving and hybrid driving based on route information to the destination, thereby managing the remaining battery charge so that the remaining battery charge is consumed to a threshold value or less before the end margin section ending at the destination. On the other hand, the second driving assist control switches between electric driving and hybrid driving, if the planned driving route to the destination includes a specific section where electric driving is recommended, so that the remaining battery charge necessary to travel the specific section by electric driving is secured before entering the specific section.

[0005] If the above-described first and second driving support controls are executed simultaneously, there is a risk that the first and second driving support controls may not be appropriately coordinated when a specific section in the second driving support control exists around the destination.

[0006] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a hybrid electric vehicle that is capable of appropriately coordinating the above-mentioned first and second driving assistance controls even when the above-mentioned specific section is present around the destination. [Means for solving the problem]

[0007] A hybrid electric vehicle according to the present disclosure includes a powertrain, a battery, and a control device. The powertrain is configured to perform hybrid driving and power generation through cooperation between an internal combustion engine and one or more electric motors, and electric driving performed by one or more electric motors without operating the internal combustion engine. The battery is configured to exchange electric power with the powertrain. The control device is configured to execute first and second driving assist controls. The first driving assist control automatically switches between electric driving and hybrid driving based on route information to the destination, thereby managing the remaining battery charge so that the remaining charge is consumed to a threshold or less before a termination margin section ending at the destination. The second driving assist control, when a specific section where electric driving is recommended is included on a planned driving route to the destination, switches between electric driving and hybrid driving so that the remaining charge necessary to complete the specific section by electric driving is secured before entering the specific section. When a specific section at least partially overlaps with the termination margin section, in the first driving assist control, the control device sets the termination margin section so that it does not overlap with the specific section, or does not set a termination margin section. [Effects of the Invention]

[0008] According to the present disclosure, even when the specific section described above exists around the destination, the first and second driving assist controls can be appropriately coordinated. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a schematic configuration of a hybrid electric vehicle according to an embodiment. [Figure 2]FIG. 4 is a diagram for explaining an example of a basic setting method of the end margin section TSy used in the first driving support control (control C1). [Diagram 3] 10A to 10D are diagrams for explaining specific examples A to D of a process P related to an end margin section TSy according to an embodiment. [Figure 4] 4 is a flowchart showing a process related to a first driving support control according to an embodiment. [Figure 5] 10 is a flowchart showing a specific example of the process (process P) of step S104. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Example of Hybrid Electric Vehicle (HEV) Configuration 1 is a diagram that schematically shows the configuration of a hybrid electric vehicle 1 according to an embodiment. The hybrid electric vehicle 1 includes a powertrain 10, a control device 20, and an HMI (Human Machine Interface) device 30. The control device 20 includes a vehicle control ECU (Electronic Control Unit) 22 and a navigation ECU (Navi ECU) 24.

[0012] The powertrain 10 includes an internal combustion engine 12, one or more (e.g., two) electric motors 14, and a battery 16, and is configured to perform hybrid driving (HEV driving) and power generation through cooperation between the internal combustion engine 12 and the electric motors 14, and electric driving (BEV driving) performed by the electric motors 14 without operating the internal combustion engine 12. The battery 16 exchanges electric power with the powertrain 10 (more specifically, the electric motors 14). Specifically, the battery 16 is charged by electric power generated by the electric motors 14 and discharged by electric power consumed by the electric motors 14. The hybrid system of the vehicle 1 is not particularly limited and may be, for example, a series-parallel system, a parallel system, or a series system. More specifically, the vehicle 1 is a plug-in hybrid electric vehicle (PHEV) that can be externally charged, but it does not necessarily have to be configured to be externally chargeable.

[0013] The vehicle control ECU 22 includes a processor and a storage device. The vehicle control ECU 22 receives sensor signals from sensors 26 attached to the vehicle 1 and outputs operation signals to the powertrain 10. The storage device stores various control programs for controlling the powertrain 10. The processor reads and executes the control programs from the storage device, thereby realizing various controls related to the powertrain 10. The sensors 26 include various sensors used to control the powertrain 10, such as a vehicle speed sensor and a battery remaining capacity sensor. The battery remaining capacity sensor detects the remaining capacity of the battery 16 (remaining battery capacity). In the following description, the remaining battery capacity is also referred to as SOC (State Of Charge).

[0014] The navigation ECU 24 includes a processor and a storage device. The navigation ECU 24 is configured to be able to communicate with external systems via a wireless communication network, and can acquire various data from the external systems.

[0015] For example, the navigation ECU 24 acquires the current position of the vehicle 1 using GNSS (Global Navigation Satellite System). Further, the navigation ECU 24 can identify the current position of the vehicle 1 on the map by, for example, acquiring map information from an external server. The map information here includes information regarding a specific area SA where BEV driving (i.e., non-operation of the internal combustion engine 12) is recommended, and geographical information (e.g., speed limit, distance, and road type). The specific area SA is, for example, a low-emission zone where the driving of the vehicle 1 involving the operation of the internal combustion engine 12 is restricted. Also, the specific area SA may be, for example, an area around the user's home of the vehicle 1. Whether a certain area corresponds to the specific area SA may change depending on, for example, the time zone or traffic conditions. The navigation ECU 24 can also acquire various traffic information such as traffic jam information, regulation information, and traffic accident information from a traffic information center. The navigation ECU 24 can notify such various information to the user of the vehicle 1 using the HMI device 30. The HMI device 30 includes, for example, an output unit and an input unit provided inside the vehicle 1. The output unit includes, for example, a display of the navigation system or a display unit which is a meter installed on the instrument panel. The output unit may include a speaker. The input unit is a touch panel or switches.

[0016] The navigation ECU 24 can further receive an operation by the user via the HMI device 30. For example, when the user operates the HMI device 30 to input a destination, the navigation ECU 24 creates a planned driving route PR from the current position of the vehicle 1 to the destination, displays it on the HMI device 30, and provides route guidance. Also, the specific area SA may be arbitrarily set by, for example, the user operating the HMI device 30.

[0017] In addition, the navigation ECU 24 can calculate the required driving power PW and the section driving energy E required to drive each driving section TS of the planned driving route PR based on at least one of the past driving data and the information such as the type or gradient of the road surface included in the map information. Further, the navigation ECU 24 can also calculate the required energy Esum required to complete the planned driving route PR by integrating the driving energy E of each driving section TS. Additionally, the navigation ECU 24 can also calculate the required energy Eev required to drive through the "specific section TSx" described later in BEV driving.

[0018] The navigation ECU 24 is communicably connected to the vehicle control ECU 22, for example, by CAN (Controller Area Network) communication. Thereby, the vehicle control ECU 22 can acquire various information (route information) including the above-described planned driving route PR and various information regarding the planned driving route PR from the navigation ECU 24. The route information here is information regarding the route ahead of the vehicle to be previewed, and is hereinafter also referred to as "preview information". More specifically, the preview information includes information regarding each driving section TS along the planned driving route PR. The preview information includes, for example, the above-described map information, traffic information, section vehicle speed, and required driving power PW.

[0019] 2. Vehicle Driving Control The control device 20 is configured to be able to execute "first driving support control" and "second driving support control" as vehicle driving support functions.

[0020] 2-1. First Driving Support Control The first driving support control (hereinafter also referred to as "control C1") manages the SOC so that the SOC is consumed to be equal to or less than a predetermined threshold value before the "end margin section TSy" having the destination as the end point by automatically switching between BEV driving and HEV driving based on the route information (preview information) to the destination.

[0021] More specifically, in the control C1, the SOC is managed so that the SOC is appropriately consumed, taking into account the overall driving load of the planned driving route PR based on, for example, route information (look-ahead information). To manage the SOC in this manner, the control device 20 automatically selects BEV driving or HEV driving by automatically switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. The CD mode is a mode in which the vehicle runs mainly using the power charged in the battery 16. Examples of the CD mode include a mode in which only BEV driving is performed until the SOC is depleted, and / or a mode in which BEV driving and HEV driving are switched over so that the SOC is consumed as much as possible while driving in BEV driving. In the latter mode, when a high vehicle output is requested by the user, switching from BEV driving to HEV driving is performed. On the other hand, in the CS mode, HEV driving is performed by operating the internal combustion engine 12 and the electric motor 14 while maintaining the SOC at a target value by utilizing power generation using the power of the internal combustion engine 12. Furthermore, in addition to the CD mode and the CS mode, the driving modes of the vehicle 1 include, for example, a charging mode. The charging mode is a mode in which, when the SOC is depleted, the vehicle is driven in the HEV mode to restore the SOC to a predetermined threshold value.

[0022] 2-2. Second driving support control The second driving support control (hereinafter also referred to as "control C2") manages the SOC so that, when a "specific section TSx" exists on the planned driving route PR of the vehicle 1 to the destination, the SOCev required to travel the specific section TSx using BEV driving is secured before entering the specific section TSx. The specific section TSx is the driving section TS on the planned driving route PR included in the above-mentioned specific area SA (area where BEV driving is recommended). The required SOCev is the SOC value corresponding to the above-mentioned required energy Eev.

[0023] During execution of control C2, the driving mode before entering the specific section TSx is switched, for example, based on the current SOC as follows: That is, if the current SOC is higher than the value obtained by adding a predetermined margin α to the required SOCev (=SOCev+α), the CD mode is selected. Also, if the current SOC is equal to or lower than the above value (=SOCev+α) but higher than the required SOCev, the CS mode is selected. As a result, HEV driving is performed so as to maintain the SOC at the time the CS mode was selected. Also, if the current SOC is equal to or lower than the required SOCev, the charge mode is selected to ensure the required SOCev.

[0024] During execution of control C2, for example, the driving mode is selected as described above, and as a result, switching is made between BEV driving and HEV driving so that the required SOCev is ensured before entering the specific section TSx.

[0025] 3. Setting the end margin section TSy A user who uses the above-described control C1 while traveling a vehicle expects that the SOC will be appropriately consumed to a predetermined target value (i.e., that the SOC will be fully used up) when the vehicle arrives at the destination. Therefore, arriving at the destination with a surplus SOC would not meet this expectation. Therefore, in order to prevent the occurrence of a surplus SOC due to an error in the prediction of the required energy Esum when the vehicle arrives at the destination, the control C1 sets the destination as the end point and one or more driving sections TS near the destination as end margin sections TSy. The control C1 then excludes the end margin section TSy from the target of the plan (driving plan) for switching between BEV driving and HEV driving. By utilizing this end margin section TSy, the control C1 executes a driving plan to ensure that the SOC is consumed to the target value before the destination (in other words, to terminate the control C1 with ample time to spare before the destination).

[0026] Figure 2 is a diagram for explaining an example of a basic method for setting the end margin section TSy used in control C1. The end margin section TSy is determined, for example, by the following procedure. That is, first, the section travel energy E is integrated in order from the final section TS(f) of the planned travel route PR. Figure 2 shows an example in which the section travel energy E (for example, all 50 Wh) of three travel sections TS (that is, TS(f), TS(f-1), and TS(f-2)) is integrated retrogressively from the final section TS(f). Here, the final section TS(f) is a travel section with the destination as the end point. f corresponds to the final section number.

[0027] For specifying the end margin section TSy, an "end margin EM" is used. The end margin EM corresponds to, for example, the error in the prediction of the total required energy Esum of the planned travel route PR, and is, for example, a value determined in advance. In the example shown in Figure 2, the end margin EM is 133 Wh.

[0028] The end margin section TSy is set to be up to the travel section TS where the integrated value Eiv of the section travel energy E integrated in order from the final section TS(f) does not exceed the end margin EM. In the example shown in Figure 2, the integrated value Eiv of the section travel energy E from the final section TS(f) to the third travel section TS(f-2) is 150 Wh, which exceeds the end margin EM. Therefore, in the example shown in Figure 2, the second travel section TS(f-1) from the final section TS(f) is set as the end margin section TSy. The third travel section TS(f-2) is not set as the end margin section TSy.

[0029] Then, in control C1, the travel energy E(n) of the travel section TS(n) specified as the end margin section TSy is updated to 0 Wh and excluded from the target of the travel plan by control C1. More specifically, the end margin section TSy is excluded from the candidates for the section where the CD mode is selected for BEV travel (the section where BEV travel is prioritized), and is specified as the section for HEV travel (the section where HEV travel is prioritized) where the CS mode is selected.

[0030] Furthermore, the section travel energy E of the travel section Z where the above-mentioned integrated value Eiv exceeds the end margin EM for the first time is calculated as a value obtained by subtracting the end margin EM from the integrated value Eivz of the section travel energy from the final section TS(f) to the travel section Z. In the example shown in FIG. 2, the section travel energy E(f-2) of the third travel section TS(f-2) corresponding to the travel section Z is updated to 17 Wh, which is obtained by subtracting the end margin EM of 133 Wh from 150 (= 50 + 50 + 50) Wh, which corresponds to the integrated value Eivz.

[0031] When the above-described controls C1 and C2 are executed simultaneously as in this embodiment, the plan (driving plan) for switching between BEV driving and HEV driving is executed so that control C2 takes priority over control C1. This is to ensure that BEV driving is achieved in the specific section TSx of control C2. However, if controls C1 and C2 are executed simultaneously, there is a risk that the coordination between controls C1 and C2 will not be performed appropriately when a specific section TSx exists around the destination. This is because control C2 attempts to preserve SOC for BEV driving in the specific section TSx around the destination, while control C1 attempts to consume the SOC to a predetermined target value (i.e., to use up the SOC) before the specific section TSx ends.

[0032] In view of the above-described problems, in this embodiment, the control device 20 executes the following "process P" in control C1. That is, according to process P, when there is a specific section TSx that at least partially overlaps with the end margin section TSy, the end margin section TSy is set so as not to overlap with the specific section TSx, or the end margin section TSy is not set.

[0033] FIG. 3 is a diagram for explaining specific examples A to D of the process P related to the end margin section TSy according to the embodiment.

[0034] First, in specific example A, as shown in FIG. 3A, a specific section TSx1 is set with an end point Pex1 as the destination. The start point Psx1 of the specific section TSx1 is located before the start point Psy1 of the end margin section TSy1 (i.e., behind the start point Psy1 in the vehicle's traveling direction). As described above, the request from control C2 is to reserve SOC so that BEV driving can be performed in the specific section TSx1. On the other hand, the request from control C1 is to allocate a large amount of BEV driving to the traveling section TS before the end margin section TSy1 and to use up the SOC before the end margin section TSy1 arrives. If such a request from control C1 is taken into consideration regarding switching between BEV driving and HEV driving, the SOC will become insufficient while traveling in the specific section TSx1, and as a result, control C2 will be more likely to issue a request to switch to HEV driving.

[0035] Therefore, in specific example A, where the destination is the end point Pex1 of the specific section TSx1, the control device 20 does not set the end margin section TSy1 (process P). As a result, in control C1, a driving plan is performed without setting the end margin EM. This prevents the SOC from running short while driving in the specific section TSx1 due to a request from control C1. Therefore, even when controls C1 and C2 are executed simultaneously, it is possible to make it less likely that control C2 will issue a request to switch to HEV driving due to a lack of SOC while driving in the specific section TSx1. In other words, BEV driving can be performed more reliably in the specific section TSx1.

[0036] Next, in specific example B, as shown in FIG. 3(B), a specific section TSx2 is set having an end point Pex2 located before the destination (rearward in the vehicle travel direction). A start point Psx2 of the specific section TSx2 is located before a start point Psy2 of the end margin section TSy2. In this specific example B, the control device 20 sets an end margin section TSy2' to follow the specific section TSx2 (process P). More specifically, the end margin section Tsy2' is set after the specific section TSx2 and adjacent to the specific section TSx2. In other words, the end margin section TSy2' is set so that the start point Psy2 is immediately after the end point Pex2 of the specific section TSx2, or in other words, so that the start point Psy2 is substantially equal to the end point Pex2 of the specific section TSx2.

[0037] According to process P, in specific example B as well, the end margin section TSy2' does not overlap with the specific section TSx2, so that a shortage of SOC during travel in the specific section TSx1 due to a request from control C1 is avoided. Furthermore, in specific example B, the entire end margin section TSy2 is not set, but the travel section TS remaining after the specific section TSx2 is set as the end margin section TSy2'. This enables the vehicle 1 to complete travel in the specific section TSx2 by BEV travel, and makes it possible to create a travel plan in control C1 that more reliably uses up the SOC.

[0038] Next, in specific example C, as shown in Figure 3(C), a specific section TSx3 is set with an end point Pex3 located before the destination (rearward in the direction of vehicle travel) as in specific example B. However, the start point Psx3 of the specific section TSx3 and the start point Psy3 of the end margin section TSy3 are at the same point.

[0039] According to the process P, in the specific example C, the end margin section TSy3' is set to follow the specific section TSx3, as in the specific example B. This provides the same effect as in the specific example B.

[0040] Next, in Specific Example D, as shown in FIG. 3(D), similar to Specific Example A, a specific section TSx4 with the destination being the end point Pex4 is set. However, the start point Psx4 of the specific section TSx4 and the start point Psy4 of the end margin section TSy4 are the same point.

[0041] According to Process P, also in Specific Example D, similar to Specific Example A, the end margin section TSy4 is not set. As a result, the same effect as in Specific Example D can be obtained.

[0042] As illustrated by Specific Examples A to C, according to Process P of the present embodiment, even when there is a specific section TSx in Control C2 around the destination, the cooperation between Controls C1 and C2 can be appropriately performed.

[0043] FIG. 4 is a flowchart showing the process related to the first driving support control (Control C1) according to the embodiment. The process of this flowchart starts when the system of the vehicle 1 is activated and is executed by the control device 20 (more specifically, for example, the cooperation of the vehicle control ECU 22 and the navigation ECU 24). Further, FIG. 4 shows the process when Control C1 is executed under the situation where Control C2 is executed.

[0044] In step S100, the control device 20 determines whether the start condition of Control C1 (in other words, the start condition of driving support) is satisfied. Specifically, the start conditions include, for example, that the switch requesting Control C1 is ON, the route guidance based on the user's request has started, the vehicle 1 is on the planned driving route PR, the SOC is equal to or higher than a predetermined threshold value, and there is no abnormality in the vehicle 1. As a result, if this determination result is Yes, the process proceeds to step S102.

[0045] In step S102, the control device 20 determines whether the preview information used for Control C1 has been updated. As a result, if the preview information has been updated, the process proceeds to step S104. On the other hand, if the preview information has not been updated, the process proceeds to step S120.

[0046] In step S104, the control device 20 executes a process P related to the setting of the end margin section TSy. The setting / non-setting of the end margin section TSy by the process P is performed in consideration of the specific section TSx in the control C2 as described above. An example of the specific process in step S104 will be described later with reference to FIG. 5.

[0047] Next, in step S106, the control device 20 calculates the section travel energy (consumption energy) E(n) of each travel section TS(n) on the planned travel route PR and its total sum (required energy) Esum based on the current look-ahead information. Additionally, the setting (modification or abolition) of the end margin section TSy by the process P in step S104 is reflected in the total sum Esum.

[0048] Next, in step S108, the control device 20 determines whether the total sum Esum calculated in step S106 is greater than a value obtained by adding a predetermined margin β to the current SOC. As a result, if this determination result is Yes, that is, if it can be determined that the destination cannot be reached only by BEV travel, the process proceeds to step S110.

[0049] In step S110, the control device 20 executes a process of allocating the CD priority section to the CD planned section. Specifically, the CD priority section is a travel section TS that is preferentially allocated to the CD planned section based on the information of each travel section TS included in the current look-ahead information and a predetermined determination criterion. The CD priority section is, for example, a traffic jam section and a downhill section. The CD planned section is a travel section TS to which the CD mode is allocated by the travel plan of the control C1.

[0050] Next, in step S112, the control device 20 executes a process of sorting the remaining travel sections TS on the planned travel route PR that have not been assigned to the CD priority sections in order of decreasing travel load. Then, in step S114, the control device 20 executes a process of assigning the remaining travel sections TS to the CD planned sections in order of decreasing travel load, within a range in which the total energy consumption of the CD planned sections (i.e., the integrated value of the section travel energy E(n) of the travel sections TS included in the CD planned sections) does not exceed the current SOC. Note that the CD mode is assigned to the travel sections TS that have not been assigned to the CD planned sections.

[0051] On the other hand, if the determination result in step S108 is No, that is, if it is determined that the destination can be reached by BEV driving only, the process proceeds to step S116. In step S116, the control device 20 assigns the CD mode to all driving sections TS on the planned driving route PR.

[0052] In step S118 following step S114 or S116, the control device 20 controls the driving mode in accordance with the driving plan (plan for switching between BEV driving and HEV driving) of control C1 according to the processing of steps S104 to S116.

[0053] Next, in step S120, the control device 20 determines whether or not a termination condition for control C1 is met. Specifically, the termination condition includes, for example, that route guidance is stopped or ended, that the vehicle 1 deviates from the planned travel route PR, that the battery is depleted, or that an abnormality occurs in the vehicle 1. As a result, while the termination condition is not met, the processing from step S102 onwards is repeatedly executed. On the other hand, when the termination condition is met, the processing shown in FIG. 4 ends.

[0054] FIG. 5 is a flowchart showing a specific example of the process (process P) of step S104. In step S200, the control device 20 sets the symbol i used for counting the number (section number) n of the travel section TS to 0. Next, in step S202, the control device 20 sets the section number n to a value (= f - i) obtained by subtracting the symbol i from the final section number f. Therefore, the travel section TS targeted in the first processing cycle after the start of the process of this flowchart is the final section TS(f).

[0055] Next, in step S204, the control device 20 determines whether the current travel section TS(n) corresponds to the specific section TSx of the control C2. As a result, if this determination result is No, that is, if the current travel section TS(n) does not correspond to the specific section TSx, the process proceeds to step S206.

[0056] In step S206, the control device 20 calculates, as the travel energy EndE, a value obtained by subtracting the end margin EM from the travel energy E(n) of the current travel section TS(n). Then, in step S208, the control device 20 determines whether the travel energy EndE calculated in step S206 is 0 or less.

[0057] If the determination result in step S208 is Yes (EndE ≦ 0), the control device 20 sets the travel energy E(n) of the current travel section TS(n) to 0 in step S210. Next, in step S212, the control device 20 updates the end margin EM with the latest travel energy EndE. Then, in step S214, the control device 20 sets the current travel section TS(n) as the end margin section TSy.

[0058] Next, in step S216, the control device 20 increments the symbol i (i=i+1). Next, in step S218, the control device 20 determines whether the end margin setting completion flag is ON. While the process proceeds from step S210 to S216 in response to the determination result of step S208 being Yes, the end margin setting completion flag remains OFF. As a result, the determination result of step S218 is No, and the process returns to step S202.

[0059] On the other hand, if the determination result in step S208 is No (EndE>0), in step S220, the control device 20 sets the traveling energy E(n) of the current traveling section TS(n) to the traveling energy EndE calculated in step S206. That is, the traveling energy E(n) of the traveling section TS(n) is subtracted from the original value. In addition, the process proceeds to step S220 when there is no specific section TSx around the destination, or when the specific section TSx around the destination does not overlap with the end margin section TSy (more specifically, the end margin section TSy corresponding to the end margin EM before being updated by the process in step S212). When the process proceeds to step S220 in this way, the traveling energy EndE corresponds to the section traveling energy of the traveling section TS immediately before the end margin section TSy.

[0060] In step S222 following step S220, the control device 20 sets the end margin setting completion flag to ON. As a result, the determination result in step S218 following step S222 becomes Yes, and the processing shown in Fig. 5 ends. That is, the processing P related to setting the end margin section TSy is completed.

[0061] On the other hand, if the determination result in step S204 is Yes, that is, if the current traveling section TS(n) corresponds to the specific section TSx, the process proceeds to step S222. As a result, in this case, the current traveling section TS(n) is not set as the end margin section TSy, and the end margin setting completion flag is turned ON.

[0062] In addition, if a specific section TSx exists around the destination and the determination result of step S204 is Yes in the first processing cycle of the flowchart shown in Figure 5 (i.e., if the final section TS(f) is included in the specific section TSx), the end margin section TSy itself is not set, as in the above-mentioned specific examples A and D (see Figures 3(A) and 3(D)). On the other hand, if a specific section TSx exists around the destination but the determination result of step S204 is Yes in the second or subsequent processing cycle of the flowchart shown in Figure 5 (i.e., if the final section (f) is not included in the specific section TSx), the traveling section TS(n) of the processing cycle for which the determination result of step S204 is Yes will no longer be set as a target for setting the end margin section TSy. Therefore, according to this processing, when the specific section TSx existing around the destination does not include the final section (f), the driving section TS remaining after the specific section TSx can be set as the end margin section TSy while ensuring that the end margin section TSy does not overlap with the specific section TSx, as in the above-mentioned specific examples B and C (see Figures 3(B) and 3(C)). [Explanation of symbols]

[0063] 1 Hybrid electric vehicle, 10 Power train, 12 Internal combustion engine, 14 Electric motor, 16 Battery, 20 Control device, 26 Sensors, 30 HMI device

Claims

【Claim 1】 A power train capable of performing hybrid running and power generation by the cooperation of an internal combustion engine and one or more electric motors, and electric running performed by the one or more electric motors without operating the internal combustion engine; A battery that exchanges electric power with the power train; A control device that executes first and second driving support controls; Comprising: The first driving support control automatically switches between the electric running and the hybrid running based on the route information to the destination, so as to manage the remaining amount of the battery so that the remaining amount is consumed to be equal to or less than a threshold value before the end margin section with the destination as the end point. The second driving support control switches between the electric running and the hybrid running so that the remaining amount required to travel through the specific section recommended for electric running is secured before entering the specific section when the planned driving route to the destination includes a specific section where electric running is recommended. When there is a specific section that at least partially overlaps with the end margin section and the end point of the specific section is a point before the destination, in the first driving support control, the control device executes an end margin section setting process for setting the end margin section so as to follow after the specific section without overlapping with the specific section. The end margin section setting process is executed while sequentially selecting one by one the processing target sections to be subjected to the end margin section setting process from among a plurality of driving sections included in the planned driving route, starting from the final section. The end margin section setting process A first process for determining whether the processing target section corresponds to the specific section; When the processing target section does not correspond to the specific section, a second process for calculating specific running energy obtained by subtracting an end margin from the running energy of the processing target section; When the calculated specific running energy is 0 or less, a third process for setting the running energy of the processing target section to 0, updating the end margin with the calculated specific running energy, and setting the processing target section as the end margin section; When the calculated specific running energy is greater than 0, a fourth process for setting the running energy of the processing target section to the calculated specific running energy; Including: The end margin section setting process ends after the fourth process Hybrid electric vehicle.

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