Hybrid Electric Vehicle

Abstract

To enable an automatic switching of travel modes while appropriately considering the intention of a user in the midst of travel support control.SOLUTION: A control apparatus of a hybrid electric vehicle is configured to execute, on the basis of route information up to a destination, travel support control where travel modes are automatically switched between a charge consumption mode where a residual charge in a battery is not maintained and a charge maintaining mode where the residual charge is maintained. In a case where the charge consumption mode is required by a user while traveling in a section in which the charge maintaining mode is assigned by the travel support control, the control apparatus switches the travel mode to the charge consumption mode, and stops automatic-switching to the charge maintaining mode until a release condition is established.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a mobility support device for a hybrid electric vehicle. This mobility support device divides a travel route to a destination into multiple sections, and automatically assigns a driving mode to each section based on the travel load. The driving modes include a first mode that does not maintain the battery's stored power, and a second mode that maintains the stored power. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-157569 Summary of the Invention [Problem to be solved by the invention]

[0004] As described above, Patent Document 1 performs driving assistance by automatically allocating a driving mode for each section. However, Patent Document 1 does not describe how to respond to a request to switch driving modes that may be made by the user while the driving assistance is being performed. As such, there is room for improvement in the technology described in Patent Document 1 in terms of automatically switching driving modes while appropriately considering the user's intentions while driving assistance is being performed.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and its purpose is to enable automatic switching of driving modes while appropriately considering the user's intentions while driving assistance control is being executed. [Means for solving the problem]

[0006] 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 using one or more electric motors without operating the internal combustion engine. The battery exchanges power with the powertrain. The control device is configured to execute driving assistance control that automatically switches the driving mode between a charge consumption mode that does not maintain the remaining battery charge and a charge maintenance mode that maintains the remaining charge, based on route information to the destination. If the user requests the charge consumption mode while driving on a section assigned the charge maintenance mode by the driving assistance control, the control device switches the driving mode to the charge consumption mode and stops the automatic switching to the charge maintenance mode until a cancellation condition is met. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to prevent automatic switching to the charge maintenance mode against the will of the user after the user requests the charge consumption mode while traveling in a section to which the charge maintenance mode is assigned by the traveling assist control. In this way, according to the present disclosure, it is possible to automatically switch the traveling mode while appropriately considering the will of the user during the execution of the traveling assist control. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a hybrid electric vehicle according to an embodiment. [Figure 2] 10A and 10B are diagrams for explaining a specific example of switching of a driving mode according to an embodiment. [Figure 3] 10A and 10B are diagrams for explaining another specific example of switching of the driving mode according to the embodiment. [Figure 4] 4 is a flowchart showing a process related to driving support control according to an embodiment. [Figure 5] 5 is a flowchart showing a process executed in parallel with the process of the flowchart shown in FIG. 4. DETAILED DESCRIPTION OF THE INVENTION

[0009] 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.

[0010] 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, with the electric motor 14. Specifically, the battery 16 is charged by electric power generated by the electric motor 14 and discharged by electric power consumed by the electric motor 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.

[0011] 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, an accelerator position sensor, and a battery remaining capacity sensor. The accelerator position sensor detects the amount of accelerator pedal operation (depression amount). The battery remaining capacity sensor detects the remaining capacity (battery remaining capacity) of the battery 16. In the following description, the battery remaining capacity is also referred to as SOC (State Of Charge).

[0012] 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.

[0013] For example, the navigation ECU 24 acquires the current position of the vehicle 1 using a Global Navigation Satellite System (GNSS). Furthermore, the navigation ECU 24 can identify the current position of the vehicle 1 on a map by acquiring map information from, for example, an external server. The map information here includes information about specific areas SA where BEV driving, i.e., deactivation of the internal combustion engine 12, is recommended, and geographical information (e.g., speed limits, distances, and road types). The specific areas SA are, for example, low-emission zones where driving of the vehicle 1 with the internal combustion engine 12 in operation is restricted. The navigation ECU 24 can also acquire various types of traffic information, such as congestion information, regulation information, and traffic accident information, from a traffic information center. The navigation ECU 24 can notify the user of the vehicle 1 of such various information using the HMI device 30. The HMI device 30 includes, for example, an output unit and an input unit provided in the interior of the vehicle 1. The output unit includes, for example, a display unit such as a display of a navigation system or a meter installed on an instrument panel. The output unit may include a speaker, and the input unit may be a touch panel or switches.

[0014] The navigation ECU 24 can further receive operations 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.

[0015] The navigation ECU 24 can also calculate the required traveling power PW and section traveling energy E required to travel each traveling section S of the planned traveling route PR based on at least one of past traveling data and information such as the type of road surface or gradient included in the map information. The navigation ECU 24 can also calculate the required energy Esum required to travel the planned traveling route PR by integrating the traveling energy E of each traveling section S. In addition, the navigation ECU 24 can also calculate the required energy Eev required to travel a "specific section X" described below using BEV traveling.

[0016] The navigation ECU 24 is communicatively connected to the vehicle control ECU 22, for example, via CAN (Controller Area Network) communication. This allows the vehicle control ECU 22 to acquire various information (route information) including the above-mentioned planned travel route PR and various information related to the planned travel route PR from the navigation ECU 24. The route information here is information related to the route ahead of the vehicle that is read ahead, and is therefore hereinafter also referred to as "read-ahead information." More specifically, the read-ahead information includes information related to each travel section S along the planned travel route PR. The read-ahead information includes, for example, the above-mentioned map information, traffic information, section vehicle speed, and required travel power PW.

[0017] 2. Vehicle driving control The vehicle 1 is configured to be able to execute the following driving modes.

[0018] 2-1. Examples of driving modes The driving modes of the vehicle 1 include a charge depleting (CD) mode and a charge sustaining (CS) mode. The CD mode is a mode that does not maintain the SOC, more specifically, a mode in which the vehicle runs mainly on the electric power stored in the battery 16, and is used to realize BEV driving. The CS mode is a mode that maintains the SOC, more specifically, a mode in which the internal combustion engine 12 and the electric motor 14 are operated to maintain a target SOC, and is used to realize HEV driving.

[0019] More specifically, the CD mode includes, for example, a "first BEV mode (first electric traveling mode)" and a "second BEV mode (second electric traveling mode)."

[0020] The first BEV mode is a mode in which the vehicle travels using the driving force of the electric motor 14 without operating the internal combustion engine 12, regardless of the amount of accelerator pedal operation. That is, in the first BEV mode, only BEV traveling is performed until the SOC is depleted.

[0021] The second BEV mode is a mode in which the vehicle travels using the driving force of the electric motor 14 while the internal combustion engine 12 is temporarily operated in accordance with the depression amount of the accelerator pedal. More specifically, the second BEV mode temporarily operates the internal combustion engine 12 when the depression amount of the accelerator pedal is large. That is, in the second BEV mode, the vehicle basically travels in BEV mode, but temporarily travels in HEV mode when the user requests high vehicle output.

[0022] The CS mode includes, for example, a “first HEV mode” and a “second HEV mode.” Both the first and second HEV modes are modes in which the vehicle runs as an HEV while maintaining the SOC at a target value by utilizing power generation using the power of the internal combustion engine 12.

[0023] The first HEV mode is a mode in which the SOC value at the time the first HEV mode is selected is set as the target value. The second HEV mode is automatically selected by the control device 20 when the SOC drops below a predetermined threshold, i.e., when the battery is depleted.

[0024] In addition to the CD mode and the CS mode, the driving mode may also include, for example, a charge mode, which is a mode in which the HEV is driven to restore the SOC to a predetermined threshold when the SOC is depleted.

[0025] Of the various driving modes described above, the first and second BEV modes, the first HEV mode, and the charging mode can be selected by a user (for example, a driver) who operates the HMI device 30.

[0026] 2-2.Driving assistance control The control device 20 is configured to be able to execute "driving support control" as a vehicle driving support function. This driving support control automatically switches the driving mode between CD mode and CS mode based on route information to the destination. According to the driving support control, the SOC of the battery 16 is appropriately managed while the vehicle is running by automatically switching between BEV driving and HEV driving using this automatic switching of driving mode.

[0027] The driving support control described above includes, for example, at least one of the following driving support control C1 and driving support control C2.

[0028] In control C1, each travel section S is assigned to the CD mode or the CS mode based on route information (look-ahead information) so that the SOC is consumed appropriately, taking into account the overall travel load of the planned travel route PR. More specifically, in control C1, the travel mode is assigned so that the SOC is used up in time for the vehicle 1 to arrive at the destination, for example.

[0029] In control C2, if a "specific section X" exists on the planned driving route PR of vehicle 1 to the destination, each driving section S is assigned to CD mode or CS mode so that the SOCev required to travel the specific section X using BEV driving is secured before entering the specific section X. The specific section X refers to the driving section S on the planned driving route PR that is included in the above-mentioned specific area SA (area where BEV driving is recommended). The required SOCev is the SOC value that satisfies the above-mentioned required energy Eev.

[0030] 2-3. Switching driving modes It is assumed that the user may wish to change the driving mode while the vehicle is traveling using the above-described driving assistance control. Specifically, for example, it is assumed that the user requests CD mode to perform BEV driving while traveling in a driving section Scs to which CS mode has been assigned by the driving assistance control. It is desirable that the automatic switching of driving modes in the driving assistance control be performed while appropriately considering the user's intention in such cases.

[0031] More specifically, for example, it is conceivable that driving assist control is executed on the condition that the second BEV mode, which is one of the CD modes, is selected by the user (control example A). In this control example A, if the user requests the first BEV mode, which is the other of the CD modes, while driving assist control is being executed, it can be determined that the user intends to avoid operation of the internal combustion engine 12 and perform pure BEV driving. Then, it is conceivable that driving assist control is stopped in response to the user's request for the first BEV mode. In contrast, it is also conceivable that driving assist control is executed on the condition that either the first BEV mode or the second BEV mode is selected by the user (control example B). In this control example B, when the user requests one of the two CD modes while traveling in a driving section Scs to which the CS mode is assigned by the driving assist control, it is difficult to determine, based on the request, that the user intends to perform BEV driving and avoid operation of the internal combustion engine 12 in the CD mode. This is because both of the two CD modes are included in the execution conditions for driving assist control. Even under such circumstances, it is desirable that the automatic switching of the driving mode in the driving support control be performed while appropriately taking into consideration the user's intentions.

[0032] In view of the above-described problems, in this embodiment, when the user requests the CD mode while traveling in a traveling section Scs to which the CS mode is assigned by the traveling assist control, the control device 20 switches the traveling mode to the CD mode and suspends automatic switching to the CS mode until the cancellation condition CC is satisfied. In other words, automatic switching to the CS mode is prohibited until the cancellation condition CC is satisfied.

[0033] 2 is a diagram for explaining a specific example of switching of driving modes according to the embodiment. Fig. 2 shows an example in which the user operating the HMI device 30 requests the CD mode while the vehicle is traveling in the CS mode on a driving section Scs1 to which the CS mode has been assigned by control C1, which is an example of driving assistance control. Such a request for the CD mode is based on, for example, the user's intention not to operate the internal combustion engine 12 on the current driving section Scs1.

[0034] In this embodiment, when the user requests the CD mode at point P1 in the driving section Scs1 as shown in Figure 2, the driving mode is switched to the CD mode in accordance with the user's request. Then, automatic switching to the CS mode is stopped until a predetermined cancellation condition CC is met. In other words, the control C1 is stopped until the cancellation condition CC is met.

[0035] Specifically, the cancellation condition CC is established when, for example, any one of the following cancellation conditions CC1, CC2, and CC3 is satisfied. That is, the cancellation condition CC1 is that the user cancels the selection of the CD mode. In other words, the cancellation condition CC1 is that the user requests another driving mode (e.g., the first HEV mode or the charging mode) that is not included in the CD mode. The cancellation condition CC2 is that the SOC drops below a predetermined threshold, that is, that battery depletion occurs. The cancellation condition CC3 is that the system of the vehicle 1 is turned off. Note that, instead of or in addition to the above examples, the cancellation condition CC may include, for example, that the mileage of the vehicle 1 since the above-mentioned "stop of automatic switching to the CS mode" is performed reaches a predetermined threshold.

[0036] In addition, in the example shown in FIG. 2, the second BEV mode is illustrated as an example of the CD mode. That is, in FIG. 2, the control C1 is started with the second BEV mode selected by the user. In this case, the control C1 plans to automatically switch between the second BEV mode and the CS mode (first HEV mode). Then, the second BEV mode is requested by the user's operation at point P1. As a result, the vehicle 1 travels in the second BEV mode (CD mode) until the battery runs out at point P2. Furthermore, if the battery runs out at point P2 while the control C1 is stopped, a cancellation condition CC2, which is one of the cancellation conditions CC, is satisfied. However, since the execution conditions of the control C1 include the absence of battery runout, the control C1 is resumed in response to the satisfaction of the cancellation condition CC2 after the SOC has subsequently recovered to a predetermined threshold value or higher. The travel section S after point P2 in FIG. 2 is the section before the resumption, and the second HEV mode (CS mode) automatically selected by the control device 20 is used.

[0037] The above-described "stopping of automatic switching to CS mode" may be performed when CD mode is selected as follows. That is, the above-described stopping may be performed when the user requests the first BEV mode while traveling in the traveling section Scs1 after control C1 is started with the second BEV mode selected by the user. Alternatively, the above-described stopping may be performed when the user requests the first BEV mode or the first BEV mode while traveling in the traveling section Scs1 after control C1 is started with the first BEV mode selected by the user.

[0038] 3 is a diagram illustrating another specific example of switching of driving modes according to the embodiment. Fig. 3 shows an example in which, while traveling in a first BEV mode, which is one type of CD mode, on a driving section Scd1 to which the CD mode is assigned by control C1, which is an example of driving support control, a switch to a second BEV mode, which is the other type of CD mode, is requested by a user operation at point P3.

[0039] In the example shown in Fig. 3, the request for CD mode is not based on a desire to stop automatic switching to CS mode by control C1, but is based on the user's intention to consider the difference in ease of BEV driving between the first BEV mode and the second BEV mode. Therefore, when switching from one of the first and second BEV modes to the other is requested as in the example shown in Fig. 3, the control device 20 does not stop automatic switching to CS mode. In other words, driving assistance control such as control C1 is not stopped. More specifically, the "difference in ease of BEV driving" here refers to, for example, the difference in whether or not the internal combustion engine 12 operates when the accelerator pedal is depressed heavily.

[0040] In addition, the above-mentioned "failure to stop automatic switching to CS mode" may be performed when a user requests switching to the first BEV mode while traveling in the second BEV mode on the traveling section Scd1, as opposed to the example shown in Figure 3.

[0041] Next, Fig. 4 is a flowchart showing a process related to driving support control according to the embodiment. The process of this flowchart is started when the system of the vehicle 1 is started, and is executed by the control device 20 (more specifically, for example, by the vehicle control ECU 22 and the navigation ECU 24 working together). Note that Fig. 4 shows a control C1 as an example of driving support control.

[0042] In step S100, the control device 20 determines whether the start conditions for control C1 are met. Specifically, the start conditions include, for example, that the user operates the HMI device 30 to select the CD mode (first or second BEV mode), that a switch requesting control C1 is ON, that route guidance based on a request from the user has started, that the vehicle 1 is on the planned travel route PR, that the SOC is equal to or greater than a predetermined threshold, and that no abnormality has occurred in the vehicle 1. If the result of this determination is Yes, the process proceeds to step S102.

[0043] In step S102, the control device 20 determines whether the pre-read information used for control C1 has been updated. If the pre-read information has been updated, the process proceeds to step S104. On the other hand, if the pre-read information has not been updated, the process proceeds to step S112.

[0044] In step S104, the control device 20 determines whether or not it is possible to travel to the destination by BEV driving. Specifically, the control device 20 calculates the travel energy E of each travel section S on the planned travel route PR and its sum (required energy) Esum based on the current look-ahead information. Then, the control device 20 determines whether or not it is possible to travel to the destination by BEV driving based on whether or not the calculated sum Esum is greater than a value obtained by adding a predetermined margin to the current SOC.

[0045] If the determination result in step S104 is Yes, the process proceeds to step S 106. In step S 106, the control device 20 assigns the CD mode to all of the travel sections S on the planned travel route PR.

[0046] On the other hand, if the determination result in step S104 is No, the process proceeds to step S108. In step S108, the control device 20 generates a driving plan that assigns the CD mode or the CS mode to each driving section S on the planned driving route PR based on the current look-ahead information. Specifically, for example, the control device 20 preferentially assigns the CD mode to driving sections S (priority sections) based on predetermined criteria such as congested sections and downhill sections. Next, the control device 20 executes a process of sorting the remaining driving sections S that were not assigned to the priority sections in order of decreasing driving load. Then, the control device 20 executes a process of assigning the remaining driving sections S to the CD planned sections in order of decreasing driving load, within a range in which the total energy consumption of the driving sections S assigned to the CD mode (CD planned sections), i.e., the integrated value of the driving energy E of the driving sections S included in the CD planned sections, does not exceed the current SOC. In addition, the CD mode is assigned to the driving sections S that were not assigned to the CD planned sections.

[0047] Next, in step S110, the control device 20 controls the driving mode in accordance with the driving plan of control C1 according to the processes from step S104 to S108, that is, the plan for switching between the CD mode and the CS mode.

[0048] Next, in step S112, the control device 20 determines whether or not the CD mode has been requested by the user operating the HMI device 30 while the vehicle is traveling in the traveling section Scs to which the CS mode has been assigned.

[0049] If the determination result in step S112 is Yes, the control device 20 turns on a control prohibition flag that prohibits the execution of the control C1 (driving support control) in step S114, and then the process proceeds to step S116.

[0050] On the other hand, if the determination result in step S112 is No, the process proceeds directly to step S116. In addition, if the process of this flowchart is applied to the scene shown in Figure 4 above, the process proceeds to step S116 after the determination result in step S112 becomes No in this way. That is, in this case, the automatic switching to the CS mode is not stopped.

[0051] In step S116, the control device 20 determines whether the control prohibition flag is ON. If the result of this determination is Yes, the process proceeds to END. That is, in this case, the automatic switching to the CS mode is stopped. That is, the control C1 is stopped.

[0052] On the other hand, if the determination result in step S116 is No, that is, if the control prohibition flag is OFF, the control device 20 determines in step S118 whether or not the termination condition of control C1 is satisfied. Specifically, the termination condition includes, for example, that the route guidance is stopped or ended, that the user performs an operation to switch to CS mode (first HEV mode) or charge mode, that the vehicle 1 deviates from the planned travel route PR, that the battery is depleted, or that an abnormality has occurred in the vehicle 1. As a result, while the termination condition is not satisfied, the processing from step S102 onwards is repeatedly executed. On the other hand, if the termination condition is satisfied, the processing shown in FIG. 4 ends.

[0053] Fig. 5 is a flowchart showing processing executed in parallel with the processing of the flowchart shown in Fig. 4. Fig. 5 shows processing for turning off the control prohibition flag shown in Fig. 4, that is, processing related to the above-mentioned cancellation condition CC.

[0054] In step S200, the control device 20 determines whether the control prohibition flag is ON. If the control prohibition flag is ON, the process proceeds to step S202. On the other hand, if the control prohibition flag is OFF, the process proceeds directly to step S208.

[0055] The process of step S202 relates to the cancellation condition CC1 described above. That is, in step S202, the control device 20 determines whether the user's selection of the CD mode (first or second BEV mode) has been cancelled. In other words, the control device 20 determines whether the user has requested another driving mode (for example, the CS mode or the charge mode) that is not included in the CD mode.

[0056] If the cancellation condition CC1 in step S202 is satisfied, the control device 20 turns off the control prohibition flag in step S204. Then, the process proceeds to step S208. On the other hand, if the cancellation condition CC1 is not satisfied, the process proceeds to step S206.

[0057] The process of step S206 relates to the above-mentioned cancel condition CC2. That is, in step S206, the control device 20 determines whether the SOC has fallen below a predetermined threshold. In other words, it determines whether the battery has run out.

[0058] If the cancellation condition CC2 in step S206 is satisfied, the control device 20 turns off the control prohibition flag in step S204. Then, the process proceeds to step S208. On the other hand, if the cancellation condition CC2 is not satisfied, the process proceeds directly to step S208.

[0059] In step S208, the control device 20 determines whether or not the user has performed an operation to stop the system of the vehicle 1. As a result, while the system is not OFF, the control device 20 repeatedly executes the processing from step S200 onwards. On the other hand, when the system is OFF, the control device 20 ends the processing shown in FIG. 5.

[0060] In addition, when the control prohibition flag is ON, if the determination results of steps S202 and S206 are both No and the determination result of step S208 is Yes, the system is turned OFF with the control prohibition flag being ON. Here, the control device 20 is configured so that the storage device (memory) is cleared when the system is turned ON. Therefore, if the system is turned OFF with the control prohibition flag being ON, the control prohibition flag is cleared, i.e., turned OFF, when the system is turned ON thereafter. The above-mentioned release condition CC3 is satisfied with such an operation of the control device 20.

[0061] As described above, according to this embodiment, when the user requests CD mode while traveling on a traveling section Scs to which CS mode is assigned by the cruise assist control, the traveling mode is switched to CD mode, and automatic switching to CS mode is stopped until the cancellation condition CC is satisfied. This makes it possible to prevent automatic switching to CS mode against the user's will after such a CD mode request. In this way, according to this embodiment, automatic switching of the traveling mode can be performed while appropriately considering the user's will while cruise assist control is being executed.

[0062] In addition, the above-mentioned "stopping automatic switching to CS mode" also applies when the second BEV mode is requested as the CD mode. As already explained, the second BEV mode is a CD mode in which operation of the internal combustion engine 12 is permitted depending on the amount of accelerator pedal depression. However, unless the amount of accelerator pedal depression is large, the user expects BEV driving to be performed even when the second BEV mode is used. Therefore, according to this embodiment, the user's intention can be more appropriately reflected in the automatic switching of the driving mode compared to when the user performs an operation to request the second BEV mode during the driving section Scs during which driving assist control is being executed, but the request is not accepted.

[0063] Furthermore, according to this embodiment, the stop cancellation condition CC is met when any one of the following conditions is satisfied: the user's selection of the CD mode is cancelled (cancellation condition CC1); the SOC has fallen below a predetermined threshold (cancellation condition CC2); and the system of the vehicle 1 has been turned off (cancellation condition CC3). The specifically specified cancellation condition CC allows for appropriate identification of the user's request for the CD mode, which leads to the stop, in other words, the timing at which it can be determined that the user no longer wishes to drive in BEV mode. In other words, the timing at which the stop should be cancelled, in other words, the timing at which the driving assistance control should be resumed, can be appropriately identified.

[0064] Furthermore, according to this embodiment, even if the user requests CD mode during execution of driving assist control, if the request is to switch from one of the first and second BEV modes to the other, as in the example shown in Figure 3, the automatic switch to CS mode is not stopped. As already explained, the reason for this is that the request for CD mode in this case is not because the user wants to stop automatic switching to CS mode by control C1, but is based on the user's intention, taking into consideration the difference in ease of BEV driving between the first BEV mode and the second BEV mode. According to this processing, the situation in which automatic switching to CS mode is stopped during execution of driving assist control can be appropriately determined taking into consideration the user's intention. [Explanation of symbols]

[0065] 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

1. a powertrain capable of hybrid driving and power generation through cooperation between an internal combustion engine and one or more electric motors, and electric driving performed by the one or more electric motors without operating the internal combustion engine; a battery that exchanges power with the powertrain; a control device that executes driving assistance control to automatically switch a driving mode between a charge consumption mode in which a remaining capacity of the battery is not maintained and a charge maintenance mode in which the remaining capacity of the battery is maintained, based on route information to a destination; and Equipped with when a user requests the charge consumption mode while the vehicle is traveling in a section to which the charge maintenance mode is assigned by the traveling assist control, the control device switches the traveling mode to the charge consumption mode and stops the automatic switching to the charge maintenance mode until a cancellation condition is met; The charge consumption mode is a first electric traveling mode in which the vehicle travels using the driving force of the one or more electric motors without operating the internal combustion engine regardless of the amount of depression of the accelerator pedal; a second electric travel mode in which the internal combustion engine is temporarily operated in accordance with an operation amount of the accelerator pedal while traveling using the driving force of the one or more electric motors; Including, When the user requests switching from one of the first and second electric traveling modes, which are the current charge consumption mode, to the other while the vehicle is traveling in a section to which the charge consumption mode is assigned by the traveling assist control, the control device does not stop the automatic switching to the charge maintenance mode. Hybrid electric vehicle.

2. The release condition is, after the automatic switching to the charge maintenance mode is stopped, the selection of the charge consumption mode by the user is cancelled; The remaining amount has fallen below a threshold value; and the hybrid electric vehicle system is turned off; This condition is met when one of the following conditions is met:

10. The hybrid electric vehicle of claim 1.

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