Vehicle control device

Abstract

To provide a vehicle control device that can suppress deviation in timing between switching and notifying a running mode, when a vehicle enters and exits from a specific section on which the vehicle is recommended to run by electricity.SOLUTION: A first ECU of a vehicle control device has a first notifying function of generating read-ahead information and first own vehicle position information and notifying a user in a vehicle of at least either of entering and exiting from a specific section on the basis of the read-ahead information and the first own vehicle position information. A second ECU of the vehicle control device generates second own vehicle position information on the basis of the read-ahead information and the first own vehicle position information which are transmitted at a predetermined timing and prepares a running plan for making the vehicle run by electricity on the specific section, on the basis of the second own vehicle position information and the read-ahead information. When determining whether the vehicle enters and exits from the specific section on the basis of the second own vehicle position information and the read-ahead information, the second ECU sets a margin in at least either of a start point and an end point of the specific section in accordance with the at least either of entering and exiting which are notified by the first notifying function.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a control device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a technique for controlling a hybrid vehicle so that it can run on EV power (electric power) in an EV driving zone. [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] In a hybrid electric vehicle (HEV), a control device for realizing a driving assistance function that enables electric driving in specific sections where electric driving is recommended may include the following first and second electronic control units (first and second ECUs). The first ECU generates look-ahead information and first vehicle position information regarding multiple sections included in a planned driving route, and notifies the user of entry into and exit from the specific section. The second ECU generates second vehicle position information based on the look-ahead information and first vehicle position information transmitted from the first ECU at a predetermined timing, and generates a driving plan to perform electric driving in the specific section based on the second vehicle position information and the look-ahead information.

[0005] In the control device having the above configuration, a discrepancy may occur between the first vehicle position information on the first ECU side and the second vehicle position information on the second ECU side, which may cause a discrepancy in timing between the notification by the first ECU and the switching of the driving mode by the second ECU regarding entry into and exit from a specific section, which may cause a sense of discomfort to the vehicle user.

[0006] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a vehicle control device that can suppress the timing discrepancy between switching driving modes and notification when entering and exiting specific sections where electric driving is recommended. [Means for solving the problem]

[0007] A vehicle control device according to the present disclosure is applied to a vehicle 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 one or more electric motors without operating the internal combustion engine. The control device includes a first electronic control unit and a second electronic control unit. The first electronic control unit generates look-ahead information regarding multiple sections included in a planned driving route and first vehicle position information indicating the current location of the vehicle, and has a first notification function that notifies the vehicle user of at least one of entering and exiting a specific section where electric driving is recommended based on the look-ahead information and the first vehicle position information. The second electronic control unit generates second vehicle position information indicating the current location of the vehicle based on the look-ahead information and the first vehicle position information transmitted from the first electronic control unit at a predetermined timing, and generates a driving plan for the vehicle based on the second vehicle position information and the look-ahead information. The driving plan is generated so that electric driving is performed in the specific section. When the second electronic control unit determines entry and exit into a specific section based on the second vehicle position information and the look-ahead information, it sets a margin at at least one of the start and end points of the specific section corresponding to at least one of the entries and exits notified by the first notification function. [Effects of the Invention]

[0008] According to the present disclosure, it is possible to reduce the timing discrepancy between switching of driving modes and notification when entering or exiting a specific section where electric driving is recommended. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle according to an embodiment. [Figure 2] 10 is a diagram showing an example of setting margins M1 and M2 according to an embodiment. FIG. [Figure 3] 4 is a flowchart showing a process related to driving switching control according to the embodiment. [Figure 4] 10 is a diagram showing an example of setting margins according to the configurations of notification functions F1 and F2. FIG. [Figure 5] 10 is a flowchart illustrating a method for determining margins M1 and M2 according to the configurations of notification functions F1 and F2. [Figure 6] 10 is a flowchart showing a process for determining margins M1 and M2 according to the operating states of notification functions F1 and F2. DETAILED DESCRIPTION OF THE INVENTION

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

[0011] 1. Example of vehicle configuration 1 is a diagram illustrating a schematic configuration of a vehicle 1 according to an embodiment. The vehicle 1 is a hybrid electric vehicle (HEV) and includes a powertrain 10, a battery 16, a control device 20, sensors 26, an HMI (Human Machine Interface) device 30, and a lighting device 32. 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, 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.

[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. As an example, the navigation ECU 24 is included in an in-vehicle multimedia system.

[0015] 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 acquire map information from, for example, an external server and use map matching processing to identify the current position of the vehicle 1 on the map. Information indicating the current position of the vehicle 1 on the map generated by the navigation ECU 24 in this manner is referred to as host vehicle position information I1 (first host vehicle position information). 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 of a navigation system or a meter installed on an instrument panel. The output unit may include a speaker. The input unit is a touch panel or switches.

[0016] The navigation ECU 24 can also accept 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. In addition, the specific area SA may be arbitrarily set by the user operating the HMI device 30, for example.

[0017] The navigation ECU 24 can also calculate the required traveling power PW and section traveling energy E required to travel each traveling section (or simply section) 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 section. 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.

[0018] The navigation ECU 24 is communicably 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 (section information) related to each section of the planned travel route PR from the navigation ECU 24. The section information here is information related to each section ahead of the vehicle that is read ahead, and is therefore hereinafter also referred to as "read-ahead information." Furthermore, information identifying the specific section X is included in the read-ahead information.

[0019] The lighting device 32 is disposed in the interior of the vehicle 1. More specifically, the lighting device 32 is, for example, a light-emitting device including a plurality of LEDs.

[0020] The navigation ECU 24 and the vehicle control ECU 22 are examples of a "first electronic control unit" and a "second electronic control unit" according to the present disclosure. Each of the navigation ECU 24 and the vehicle control ECU 22 may be configured by combining multiple ECUs.

[0021] 2. Driving assistance functions The control device 20 is configured to be able to execute the following "driving switching control" as one of the driving assistance functions of the vehicle 1. The control device 20 also has a "notification function F1" (described later) as another driving assistance function.

[0022] 2-1.Drive switching control In the driving switching control, when a "specific section X" exists on the planned driving route PR of the vehicle 1 to the destination, the control device 20 manages the SOC so that the required battery remaining capacity (required SOCev) for driving the specific section X by BEV driving is secured before entering the specific section X. The specific section X is a section on the planned driving route PR that is included in the above-mentioned specific area SA. The required SOCev is the value of the SOC corresponding to the above-mentioned required energy Eev.

[0023] More specifically, the vehicle control ECU 22 included in the control device 20 generates a driving plan for the vehicle 1. The driving plan is generated based on host vehicle position information I2 (second host vehicle position information) and look-ahead information, which will be described later, in order to switch between BEV driving and HEV driving in the driving switching control. More specifically, for example, the driving plan is generated so as to ensure the required energy Eev for BEV driving in the specific section X, and to perform BEV driving in the specific section X.

[0024] To manage the SOC as described above, the control device 20 automatically selects BEV driving or HEV driving by automatically switching the driving mode between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. The CD mode is a mode in which the vehicle is driven mainly by 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 is performed as much as possible and switching between BEV driving and HEV driving so that the SOC is consumed. In the latter mode, switching from BEV driving to HEV driving is performed when a high vehicle output is requested by the user. 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, the driving modes of the vehicle 1 include, in addition to the CD mode and the CS mode, for example, a charging mode. The charging mode is a mode in which HEV driving is performed to restore the SOC to a predetermined threshold when the SOC is depleted.

[0025] 2-2.Notification function F1 The notification function F1 described here is a function that is closed to the in-vehicle multimedia system including the navigation ECU 24, and corresponds to an example of a "first notification function" according to the present disclosure. Specifically, according to the notification function F1, the navigation ECU 24 notifies the user of the vehicle 1 of each of entry into and exit from the specific section X based on the look-ahead information and the vehicle's own position information I1. More specifically, the start point Ps and end point Pf of the specific section X can be acquired from the look-ahead information. The navigation ECU 24 executes the entry / exit notification when it determines, based on the vehicle's own position information I1, that the vehicle 1 has approached the start point Ps / end point Pf of the specific section X. In other words, the entry / exit notification is a notification indicating that the vehicle 1 has entered / exited the specific area SA.

[0026] The entry / exit notification by the notification function F1 is performed, for example, using the HMI device 30. More specifically, the notification is performed, for example, using the display of the HMI device 30. Specific examples of the display include displaying a banner on the display or highlighting the specific area SA on a map (zone display). The notification may also be performed using a caution display on a meter on the instrument panel, which is another example of a display. Alternatively, the notification may be performed by voice, for example, using a speaker. Note that the navigation ECU 24 may be configured to perform only one of the entry notification and the exit notification by the notification function F1.

[0027] 3. Setting margins for entering and exiting specific section X In the control device 20, the vehicle position information I2 generated by the vehicle control ECU 22 and used for the driving switching control is different from the vehicle position information I1 generated by the navigation ECU 24 and used for the notification function F1.

[0028] Specifically, as already described, the vehicle position information I1 on the navigation ECU 24 side is generated using map matching processing, while the vehicle position information I2 on the vehicle control ECU 22 side is generated based on the read-ahead information and the vehicle position information I1 repeatedly transmitted from the navigation ECU 24 at predetermined timings.

[0029] Here, the navigation ECU 24 repeatedly updates the look-ahead information. The look-ahead information is updated repeatedly, for example, at a predetermined cycle (for example, every minute). The update is also performed, for example, when the driver's operation causes the vehicle 1 to deviate from the current planned driving route PR. These update timings correspond to the above-mentioned examples of the predetermined timing. When the look-ahead information is updated, the navigation ECU 24 updates the section number of each section so that the section to which the current position of the vehicle 1 belongs at the time of the update becomes the new first section, and transmits the updated look-ahead information to the vehicle control ECU 22 together with the vehicle position information I1 that has also been updated.

[0030] At the timing (reception timing) when the vehicle control ECU 22 receives the look-ahead information updated as described above together with the host vehicle position information I1, the vehicle control ECU 22 uses (updates) the current position of the vehicle 1 based on the host vehicle position information I1 as the current position in its own host vehicle position information I2. Then, the vehicle control ECU 22 calculates (corrects) the current position during the period until the next reception of the look-ahead information and the host vehicle position information I1, for example, using the following method. That is, the vehicle control ECU 22 calculates the product of the vehicle speed of the vehicle 1 based on the rotation speed of the output shaft of the powertrain 10 and the sampling period as the moving distance of the vehicle 1 during one period. Then, every time a sampling period elapses, the vehicle control ECU 22 updates the current position from the initial value of the current position based on the host vehicle position information I1 by the moving distance calculated in this manner. The host vehicle position information I2 is generated in this manner.

[0031] As described above, the vehicle position information I1 and I2 used for the notification function F1 and the driving switching control, respectively, are different from each other. Therefore, a discrepancy (position deviation) occurs between the vehicle position information I1 and the vehicle position information I2. Specifically, the vehicle position information I2 calculated as described above changes depending on, for example, whether the vehicle 1 is traveling on the inside or outside of a lane when passing through a curve, or whether or not a lane change occurs. Therefore, as time passes from the above-mentioned reception timing, the vehicle position information I2 gradually deviates from the vehicle position information I1.

[0032] As a result, a timing discrepancy occurs between the notification by the navigation ECU 24 and the switching of the driving mode by the vehicle control ECU 22 regarding entry into and exit from the specific section X, which may cause discomfort to the user of the vehicle 1. More specifically, due to this timing discrepancy, the driving mode may not be switched to the CD mode in synchronization with the issuance of the entry notification by the notification function F1, or the driving mode may be switched to the CS mode before the issuance of the exit notification. This contradicts the selection of the CD mode within the specific section X as expected by the driver, and may cause discomfort.

[0033] In view of the above-mentioned problems, in this embodiment, when the vehicle control ECU 22 determines entry and exit into the specific section X based on the vehicle position information I2 and the look-ahead information, it sets margins M1 and M2 at the start point Ps and end point Pf of the specific section X, respectively, corresponding to the entry and exit notified by the notification function F1.

[0034] 2 is a diagram showing an example of setting margins M1 and M2 according to an embodiment. Two triangles in FIG. 2 indicate the position of the vehicle 1 when the notification function F1 issues an entry and exit notification. The vehicle control ECU 22 also acquires information on the start point Ps and end point Pf of the specific section X from the specific section information included in the look-ahead information.

[0035] 2, a margin M1 (e.g., 100 m) from a start point Ps of the specific section X is provided so as to extend rearward in the vehicle traveling direction from the start point Ps. The vehicle control ECU 22 determines that the vehicle 1 has entered the specific section X (in other words, it is deemed to have entered) when the distance (remaining distance) Dev from the current position Pv of the vehicle 1 to the start point Ps based on the host vehicle position information I2 becomes less than or equal to the margin M1. In this way, in this embodiment, the margin M1 is provided so that the determination of the vehicle 1's entry into the specific section X by the vehicle control ECU 22 based on the host vehicle position information I2 is not delayed relative to the actual entry of the vehicle 1.

[0036] Similarly, a margin M2 (e.g., 100 m) for the end point Pf is set so as to extend forward in the vehicle traveling direction from the end point Pf. A distance (remaining distance) Dend is used for the exit determination performed by the vehicle control ECU 22 based on the host vehicle position information I2. The distance Dend is the distance from the current position Pv to the end point Pf. Therefore, the distance Dend takes a negative value after the vehicle 1 passes the end point Pf. The vehicle control ECU 22 determines that the vehicle 1 has exited the specific section X (in other words, it is considered to have exited) when the distance Dend becomes less than the negative value "-M2" of the margin M2. In this way, in this embodiment, the margin M2 is set so that the determination of the exit to the specific section X by the vehicle control ECU 22 based on the host vehicle position information I2 is not made earlier than the actual exit of the vehicle 1.

[0037] 3 is a flowchart showing a process related to the driving switching control according to the embodiment. The process of this flowchart is repeatedly executed by the vehicle control ECU 22.

[0038] In step S100, the vehicle control ECU (or simply ECU) 22 determines whether or not the start conditions for driving switch control (in other words, the start conditions for driving assistance) are met. Specifically, the start conditions include, for example, that route guidance based on a request from the user has started, that the vehicle 1 is on the planned driving route PR, and that the SOC is equal to or greater than a predetermined threshold. If the result of this determination is Yes, the process proceeds to step S102.

[0039] In step S102, the ECU 22 determines whether the look-ahead information has been updated by the navigation ECU 24. As a result, if the look-ahead information has been updated, the ECU 22 sets the re-planning flag to ON in step S104. The re-planning flag being ON indicates that updating (re-planning) of the travel plan based on the updated look-ahead information is permitted.

[0040] If the re-planning flag is ON in step S106 following step S104, the process proceeds to step S108. On the other hand, if the re-planning flag is OFF, the process proceeds to step S114. In step S108, it is determined based on the look-ahead information whether or not a specific section X is present ahead of the vehicle 1. As a result, if the determination result is Yes, the process proceeds to step S110, and if the determination result is No, the process proceeds to step S112.

[0041] In step S110, the ECU 22 calculates (estimates) the required energy Eev based on the current look-ahead information. The calculation of the required energy Eev is included in the generation of the travel plan. In addition, sections corresponding to the margins M1 and M2 may be excluded from the calculation of the required energy Eev. If the SOC is large enough to allow BEV travel within the margins M1 and M2, the CD mode may be assigned to the margins M1 and M2. After step S110, the process proceeds to step S114. Meanwhile, in step S112, the ECU 22 resets the distance Dev, the distance Dend, and the required energy Eev to 0. Then, the process proceeds to step S114.

[0042] In step S114, the ECU 22 calculates the distance Dev and the distance Dend based on the look-ahead information (specific section information) and the vehicle position information I2. Next, in step S116, the ECU 22 sets the re-planning flag to OFF.

[0043] In step S118 following step S116, the ECU 22 controls the SOC by switching between BEV driving and HEV driving so that the required SOCev according to the required energy Eev is ensured before entering the specific section X. In other words, SOC management is performed. Thereafter, the process proceeds to step S120.

[0044] In step S120, the ECU 22 determines whether the vehicle 1 has entered the specific section X based on whether the distance Dev is equal to or less than the above-mentioned margin M1. In addition, this determination result is Yes not only when the vehicle 1 enters the specific section X but also while the vehicle 1 is entering the specific section X. If the determination result is Yes, the process proceeds to step S122, whereas if the determination result is No, the process proceeds to step S130.

[0045] In step S122, the ECU 22 requests the CD mode. As a result, the CD mode is executed on the condition that the SOC is not depleted. Next, in step S124, the ECU 22 determines whether the vehicle 1 has exited the specific section X based on whether the distance Dend is less than the negative value "-M2" of the margin M2 described above. If the determination result in step S124 is Yes, the process proceeds to step S126. On the other hand, if the determination result is No, the process proceeds to step S130.

[0046] In step S126, the ECU 22 does not request the CD mode. As a result, for example, the CD mode or the CS mode is selected based on the road load of the section in which the vehicle 1 is traveling and the current SOC. Next, in step S128, the ECU 22 turns on the re-planning flag. This is to enable the SOC control (SOC management) for the next specific section X to proceed if the next specific section X is present ahead of the vehicle 1. Thereafter, the process proceeds to step S130.

[0047] In step S130, the ECU 22 determines whether or not the termination condition of the driving switching control (in other words, the termination condition of the driving support) is satisfied. Specifically, the termination condition includes, for example, that the route guidance is stopped or ended, that the vehicle 1 deviates from the planned driving 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 satisfied, the processing from step S102 onwards is repeatedly executed. On the other hand, when the termination condition is satisfied, the processing shown in FIG. 3 ends.

[0048] As described above, according to this embodiment, margins M1 and M2 are provided at the start point Ps and end point Pf of the specific section X, respectively, corresponding to the entry and exit for which notification is made by the notification function F1. This makes it possible to reduce the timing discrepancy between the switching of the driving mode and the notification when entering and leaving the specific section X. In addition, according to this embodiment, in order to prevent the user from feeling uncomfortable due to the timing discrepancy, driving switching control is executed so that BEV driving is performed before and after the specific section X as well.

[0049] 2 and 3, in an example in which notification function F1 is used only for entry into specific section X, only a margin M1 for the start point Ps may be provided in response to the entry notification. Similarly, in an example in which notification function F1 is used only for exit from specific section X, only a margin M2 for the end point Pf may be provided in response to the exit notification.

[0050] 4. Setting margins according to notification functions In order to notify the user of entry / exit of the specific section X, the vehicle 1 may be provided with not only the notification function F1 but also the following "notification function F2." The notification function F2 is executed in cooperation with the above-described determination of entry into and exit from the specific section X (steps S120 and S124) executed by the vehicle control ECU 22, and corresponds to an example of a "second notification function" according to the present disclosure. That is, the notification by the notification function F2 is executed based on the host vehicle position information I2 by the vehicle control ECU 22.

[0051] The notification function F2 is a notification that is executed as follows using the lighting device 32, for example, and is also referred to as an ambient notification. That is, this ambient notification, for example, changes the color of the interior lighting so that it switches to a color associated with BEV driving in the specific section X (for example, green, which is associated with ecology) for a certain period of time upon determination of entry into the specific section X. Alternatively, the ambient notification may change the color of the interior lighting from a color associated with BEV driving in the specific section X to a normal color upon determination of exit from the specific section X. Alternatively, both of these ambient notifications may be provided as the notification function F2.

[0052] When the notification function F2 is provided as described above, the timing difference between the notification function F2 and the notification function F1 may become noticeable due to the presence of margins M1 and / or M2 provided to suppress the timing difference between the notification function F1 and the driving mode switching control. This may lead to an undesirable feeling for the user. In addition, the reason for this additional problem is that although the driving mode switching control and the notification function F2 use the same vehicle position information I2, the notification by the notification function F2 using the lighting device 32 or the like is more easily perceived by the user than the driving mode switching.

[0053] Countermeasures to the additional issues mentioned above are explained in the following sections 4-1 and 4-2, respectively.

[0054] 4-1. Example of margin depending on notification function configuration Here, an example of the margins M1 and M2 according to the configurations of the notification functions F1 and F2 (in other words, the specifications of the vehicle 1) will be described.

[0055] FIG. 4 is a diagram showing an example of margin settings according to the configurations of the notification functions F1 and F2. In the example shown in FIG. 4, only an entry notification is provided as a notification (ambient notification) using the lighting device 32 by the notification function F2. In this example, a margin M2 is provided corresponding to the exit notification by the notification function F1, but a margin M1 is not provided corresponding to the entry notification by the notification function F1. In other words, in this example, entry notifications are provided by both the notification functions F1 and F2, which are asynchronous because the vehicle position information I1 and I2 used are different. Therefore, although an entry notification by the notification function F1 is provided, a margin M1 on the entry side is not provided.

[0056] In addition, based on the same concept as the example shown in Figure 4, in an example where only an exit notification by notification function F2 is provided, even if an exit notification by notification function F1 is provided, a configuration may be adopted that does not provide a margin M2 on the exit side.

[0057] 5 is a flowchart for explaining a method for determining margins M1 and M2 according to the configurations of notification functions F1 and F2. The determination of margins M1 and M2 according to this flowchart is performed in the design (constant design) stage before manufacturing of vehicle 1. The determined margins M1 and M2 are then stored in a storage device of vehicle control ECU 22.

[0058] 5, when the vehicle 1 is equipped with the entry notification and exit notification functions F1 (step S200; Yes), the margins M1 and M2 are each set to be equal to the sum of the measurement error and the calculation error (step S202). The measurement error here is a predetermined value equivalent to the measurement error of the vehicle's position (vehicle position information I1) by GNSS or the like. The calculation error is a predetermined value equivalent to the calculation error of the vehicle's position as vehicle position information I2.

[0059] On the other hand, if the vehicle 1 is not equipped with either the entry notification or the exit notification by the notification function F1 (step S200; No), the margins M1 and M2 are each set to be equal to the measurement error (step S204). As a result, even if the vehicle 1 is not equipped with either the entry notification or the exit notification by the notification function F1, it is possible to prevent the switching to the BEV mode from being delayed from the actual entry point of the vehicle 1 into the specific section X due to a measurement error in the vehicle position information I1, or to prevent the switching to the HEV mode from being performed before the actual exit point of the vehicle 1 from the specific section X.

[0060] In step S206 following step S202 or S204, it is determined whether the vehicle 1 is equipped with an entry notification function F2. If the determination result is Yes, the entry-side margin M1 is set to 0 (step S208). That is, the margin M1 set in step S202 or S204 is updated to 0. Alternatively, in step S208, the entry-side margin M1 may be set to a smaller value than when the entry notification function F2 is not equipped, rather than to 0.

[0061] In addition, as represented by steps S206 and S208, the setting of margin M1 based on the presence or absence of notification function F2 takes precedence over the setting of margin M1 based on the presence or absence of notification function F1. The same is true for margin M2, as represented by the following steps S210 and S212.

[0062] If the determination result in step S206 is No, or after step S208, it is determined in step S210 whether the vehicle 1 is equipped with an exit notification function F2. If the determination result is Yes, the exit-side margin M2 is set to 0 (step S212). That is, the margin M2 set in step S202 or S204 is updated to 0. Alternatively, in step S212, the exit-side margin M2 may be set to a smaller value compared to when the exit notification function F2 is not equipped.

[0063] According to the method for determining the margins M1 and M2 shown in FIG. 5 described above, the presence or absence or magnitude of the margins M1 and M2 differs depending on whether the vehicle 1 is equipped with the notification function F2.

[0064] 5, when notification by the notification function F2 is performed for only one of the entry and exit of the specific section X (i.e., when only one of steps S206 and S210 is Yes), the margin M1 or M2 for either one is set as follows: The margin M1 or M2 for either one is set to 0, or set to be smaller than the margin M2 or M1 for the other of the entry and exit of the specific section X that is not the target of notification by the notification function F2.

[0065] This makes it possible to suppress a timing discrepancy that occurs between the notification function F2 and the notification function F1 due to the presence of the margins M1 and / or M2.

[0066] 4-2. Example of margin depending on the operation status of the notification function In consideration of the above-described additional problem, the margins M1 and / or M2 may be changed depending on the operation states of the notification functions F1 and F2 while the vehicle is traveling. Note that, here, the vehicle 1 is configured to be able to switch between the operation and non-operation of the notification functions F1 and F2 by, for example, an operation by a user using the HMI device 30.

[0067] Fig. 6 is a flowchart showing a process for determining margins M1 and M2 according to the operation states of notification functions F1 and F2. The process of this flowchart is executed by vehicle control ECU 22 in parallel with the process shown in Fig. 3. Moreover, according to the process shown in Fig. 6, margins M1 and M2 are determined according to the same procedure as Fig. 5, except that the process is executed by vehicle control ECU 22 while vehicle 1 is traveling. For this reason, the explanation of Fig. 6 will be simplified as follows.

[0068] In step S300, the ECU 22 determines whether the entry notification and exit notification by the notification function F1 are in operation. If the result of this determination is Yes, the process proceeds to step S202, and if the result of this determination is No, the process proceeds to step S204.

[0069] In step S302 following step S202 or S204, the ECU 22 determines whether or not the entry notification by the notification function F2 is in operation. If the result of this determination is Yes, the process proceeds to steps S208 and S304 in this order, and if the result of this determination is No, the process proceeds to step S304.

[0070] In step S304, the ECU 22 determines whether the exit notification by the notification function F2 is in operation. If the result of this determination is Yes, the process proceeds to step S212, and if the result of this determination is No, the process proceeds to the end.

[0071] The process shown in FIG. 6 described above also provides the same effects as those already explained for the method of determining the margins M1 and M2 shown in FIG. [Explanation of symbols]

[0072] 1 vehicle, 10 power train, 12 internal combustion engine, 14 electric motor, 16 battery, 20 control device, 22 vehicle control ECU (first electronic control unit), 24 navigation ECU (second electronic control unit), 26 sensors, 30 HMI device, 32 lighting device

Claims

1. A control device applied to a vehicle 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 first electronic control unit that generates look-ahead information regarding a plurality of sections included in a planned travel route and first vehicle position information indicating the current position of the vehicle, and that has a first notification function that notifies a user of the vehicle of at least one of entry into and exit from a specific section for which electric travel is recommended based on the look-ahead information and the first vehicle position information; a second electronic control unit that generates second vehicle position information indicating a current position of the vehicle based on the look-ahead information and the first vehicle position information transmitted from the first electronic control unit at a predetermined timing, and generates a driving plan for the vehicle based on the second vehicle position information and the look-ahead information; Equipped with the travel plan is generated so as to perform the electric travel in the specific section, When determining whether to enter or exit the specific section based on the second vehicle position information and the look-ahead information, the second electronic control unit provides a margin at at least one of a start point and an end point of the specific section in correspondence with the at least one of the entry and the exit for which notification is made by the first notification function, If a function that is executed in cooperation with the determination and that notifies the user of at least one of entry into and exit from the specific section is referred to as a second notification function, The presence or absence of the margin or the size of the margin differs depending on whether the second notification function is provided in the vehicle. Vehicle control device.

2. A control device applied to a vehicle 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 first electronic control unit that generates look-ahead information regarding a plurality of sections included in a planned travel route and first vehicle position information indicating the current position of the vehicle, and that has a first notification function that notifies a user of the vehicle of at least one of entry into and exit from a specific section for which electric travel is recommended based on the look-ahead information and the first vehicle position information; a second electronic control unit that generates second vehicle position information indicating a current position of the vehicle based on the look-ahead information and the first vehicle position information transmitted from the first electronic control unit at a predetermined timing, and generates a driving plan for the vehicle based on the second vehicle position information and the look-ahead information; Equipped with the travel plan is generated so as to perform the electric travel in the specific section, When determining whether to enter or exit the specific section based on the second vehicle position information and the look-ahead information, the second electronic control unit provides a margin at at least one of a start point and an end point of the specific section in correspondence with the at least one of the entry and the exit for which notification is made by the first notification function, the vehicle has a second notification function that is executed in cooperation with the determination and notifies the user of at least one of entry into and exit from the specific section; The second electronic control unit changes the presence or absence or size of the margin depending on whether the second notification function is activated. Vehicle control device.

3. When the notification by the second notification function is executed for only one of the entry and exit of the specific section, the margin is smaller than the margin for the other of the entry and exit of the specific section that is not the target of the notification by the second notification function. The vehicle control device according to claim 1 or 2.

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